Motor vehicle state detecting system

ABSTRACT

System for detecting stability/instability of behavior of a motor vehicle upon occurrence of tire slip or lock. State of the motor vehicle is determined on the basis of an alignment torque (Ta) applied from a road and a side slip angle (β). By taking advantage of such torque/slip-angle characteristic that although the alignment torque is proportional to a side slip angle when the latter is small, the alignment torque becomes smaller as the side slip angle increases, a normal value is determined from a straight line slope and the side slip angle in a region where the latter is small. Unstable behavior of the motor vehicle is determined when deviation of actual measured value from the normal value increases. Further, unstable state is determined when the slope of the alignment torque for the slip angle departs significantly from that of approximate straight line slope.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention generally relates to a motor vehicle statedetecting apparatus or system which is employed in conjunction with adrive recorder for a motor vehicle and/or for generation of a controlstart signal for the control of behavior of the motor vehicle. Inparticular, the invention is concerned with a motor vehicle statedetecting system for detecting an unstable state of behavior of themotor vehicle or a prognostic sign thereof. More particularly, thepresent invention is concerned with a motor vehicle state detectingsystem which is capable of detecting accurately an unstable state ofbehavior of a motor vehicle or a prognostic sign thereof with highreliability even in the case where a grip force (friction force) of tiredecreases.

2. Description of Related Art

For having better understanding of the concept underlying the presentinvention, description will first be made of the hitherto known orconventional motor vehicle state detecting system by reference to FIG.62 which shows in a flow chart processing operations performed by aconventional motor vehicle behavior detecting apparatus disclosed in,for example, Japanese Patent Application Laid-Open Publication No.277230/1995 (JP-A-7-277230) on the presumption that the motor vehiclebehavior detecting system is employed in association with a motorvehicle data recording apparatus.

Referring to FIG. 62, detection of change of the condition or state of amotor vehicle is performed in steps S1 and S2.

At first, it is decided in the step S1 whether or not an anti-skidbraking system (also known as antilock brake system or ABS inabbreviation) is in an activated or operating state. When it isdetermined in the step S1 that the anti-skid braking system is notoperating (i.e., when the step S1 results in negation “NO”), decision isthen made in the step S2 whether or not quick steering operation isbeing performed.

In this way, in the conventional motor-vehicle data recording apparatus,decision is made in the step S1 whether or not the anti-skid brakingsystem is operated, which is then followed by the step S2 where decisionis made whether or not the quick steering operation is performed.

When both the decision steps S1 and S2 result in negation “NO”, then itis decided in a step S3 whether or not a touch sensor is activated(i.e., whether or not contact of the motor vehicle with other object hasoccurred). When no contact has occurred (i.e., when the step S3 resultsin “NO”), decision is then made in a step S4 whether or not the detectedvalue of a high-G sensor has reached or exceeded a predetermined value(i.e., whether or not collision has occurred).

In general, in the state in which the anti-skid braking system is beingactuated, there is a possibility of the behavior of the motor vehiclechanging rapidly. Further, when the quick steering operation has beenconducted, there is a possibility that the motor vehicle has alreadybeen in an unstable state with the behavior of the motor vehiclechanging rapidly.

Such being the circumstances, when either one of the decision steps S1and S2 results in affirmation “YES”, indicating that the anti-skidbraking system or the quick steering operation has been put into effect,unstable state of the behavior of the motor vehicle or the prognosticsign thereof is detected to thereby determine that there exists thepossibility of collision (step S5). Thereafter, motor vehicle data isrecorded and stored for a predetermined period (step S6), whereupon theprocessing routine shown in FIG. 62 comes to an end.

On the other hand, when the decision steps S1 to S3 results in “NO”while it is decided in the step S4 that detected value of the high-Gsensor is equal to or greater than the predetermined value (i.e., whenthe step S4 results in “YES”), it is then determined that collision hastaken place (step S7), and relevant data is then recorded and stored fora predetermined period (step S8), whereupon the processing comes to anend.

By contrast, when it is determined in the step S4 that detected value ofhigh-G sensor is smaller than the predetermined value (i.e., when thestep S4 results in “NO”), then the processing routine shown in FIG. 62is immediately terminated.

Further, when it is determined in the step S3 that the touch sensor isactivated (i.e., when the step S3 results in “YES”), it is thendetermined in a step S9 that collision has taken place. In that case,relevant data is recorded and stored for a predetermined period (stepS10), whereupon the processing routine shown in FIG. 62 is terminated.

As is apparent from the above, in the conventional motor vehicle statedetecting system, rapid change of the behavior of the motor vehicle isdetected in the state where the anti-skid braking system is beingapplied or the quick steering operation is performed, to thereby makedecision as to the possibility of occurrence of the collision.

However, in a slippery road surface condition such as typified by asnow-covered road, there may occur such situation that the motor-vehiclefalls into a spinning state even when the steering operation isperformed slowly without effectuating the braking operation.

In the situation mentioned above, it is impossible to detect theunstable state of behavior of the motor vehicle or the prognostic signthereof with high accuracy and reliability through the detectionprocedure conducted by the conventional apparatus described above.

As is apparent from the foregoing, the conventional motor vehicle statedetecting system is so arranged as to detect the unstable state of themotor vehicle on the basis of operation of the anti-skid braking systemand quick manipulation of the steering wheel (steering handle). Thus,with the conventional motor vehicle state detecting system, it isdifficult or impossible to detect with accuracy the unstable state ofthe motor vehicle on the slippery road surface condition such as thesnow-covered road condition or the like, giving rise to a problem.

SUMMARY OF THE INVENTION

In the light of the state of the art described above, it is an object ofthe present invention to provide a motor vehicle state detecting systemwhich is capable of detecting with high accuracy and reliability theunstable state of behavior of the motor vehicle or the prognostic signthereof by detecting actual parameter values generated actually in themotor vehicle even in the case where the grip force (friction force) oftire is lowered.

With the present invention, it is contemplated to detect change ofbehavior of the motor vehicle regardless of occurrence of slip and/ortire lock by making use of a first parameter (side slip angle oralternatively steering angle and vehicle speed) and a second parameter(alignment torque or alternatively transverse acceleration).

More particularly, it has been established that characteristic of thesecond parameter relative to the first parameter (the characteristic ofthe second parameter is termed a third parameter) is such that thesecond parameter bears a proportional relation to the first parameter solong as the value of the first parameter is relatively small whereaswhen the value of the first parameter increases, the second parameterdecreases to a value at which the proportional relation mentioned abovecan no more be sustained. By taking advantage of this fact, a normativeor normal value is determined on the basis of a straight linerepresenting the proportional relation in a region where the value ofthe first parameter is small, and when deviation of the value measuredactually (hereinafter also referred to as the actual measured value)from the normal value (i.e., difference between the former and thelatter) increases beyond a predetermined value, it is then decided ordetermined that a behavior of the motor vehicle is in a unstable state.Further, when the slope of the second parameter relative to the firstparameter differs significantly from that of an approximate straightline, it is determined that the behavior of the motor vehicle is in theunstable state.

In view of the above and other objects which will become apparent as thedescription proceeds, there is provided according to a general aspect ofthe present invention a motor vehicle state detecting system fordetecting an unstable state of a motor vehicle or alternatively aprognostic sign thereof.

The detecting system includes a first detecting means for detecting anactual measured value of a first parameter corresponding to either aside slip angle or alternatively a steering angle of the motor vehicle,a second detecting means for detecting an actual measured value of asecond parameter corresponding to either an alignment torque oralternatively a transverse acceleration which the motor vehicle issubjected to, an arithmetic means for arithmetically determining a thirdparameter relevant to a relation which the second parameter bearsrelative to the first parameter, a reference value setting means forsetting previously a comparison reference value for the third parameter,and a motor vehicle behavior stability decision means for makingdecision that behavior of the motor vehicle is unstable when the thirdparameter departs from the comparison reference value.

In the motor vehicle state detecting system described above, the thirdparameter may preferably be one selected from a group consisting of anabsolute value of a deviation of the actual alignment torque from anormative or normal alignment torque, a change rate of an actualalignment torque for an actual side slip angle (torque/slip-angle changerate dTa/dβ), a change rate of the actual alignment torque for theactual steering angle (torque/steering-angle change rate dTa/dθ), anabsolute value of a deviation of an actual transverse acceleration froma normal transverse acceleration, a change rate of the actual transverseacceleration for the actual side slip angle (acceleration/slip-anglechange rate dGy/dβ) and a change rate of the actual transverseacceleration for the actual steering angle (acceleration/steering-anglechange rate dGy/dθ), as will hereinafter be described in more detail.

By virtue of the arrangements of the motor vehicle state detectingsystem described above, the unstable state of the motor vehicle orprognostic sign thereof can be detected with high accuracy andreliability even when the grip force of tire becomes lowered.

The above and other objects, features and attendant advantages of thepresent invention will more easily be understood by reading thefollowing description of the preferred embodiments thereof taken, onlyby way of example, in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the course of the description which follows, reference is made to thedrawings, in which:

FIG. 1 is a block diagram showing schematically a major portion of amotor vehicle state detecting system according to a first embodiment ofthe present invention;

FIG. 2 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the first embodiment of the invention;

FIG. 3 is a characteristic diagram for graphically illustratingcharacteristic of an alignment torque for a side slip angle when afriction coefficient of a road surface changes in the system accordingto the first embodiment of the invention;

FIG. 4 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a second embodiment ofthe present invention;

FIG. 5 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the second embodiment of the invention;

FIG. 6 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a third embodiment ofthe present invention;

FIG. 7 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the third embodiment of the invention;

FIG. 8 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a fourth embodiment ofthe present invention;

FIG. 9 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the fourth embodiment of the invention;

FIG. 10 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a fifth embodiment ofthe present invention;

FIG. 11 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the fifth embodiment of the invention;

FIG. 12 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a sixth embodiment ofthe present invention;

FIG. 13 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the sixth embodiment of the invention;

FIG. 14 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a seventh embodimentof the present invention;

FIG. 15 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the seventh embodiment of the invention;

FIG. 16 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to an eighth embodimentof the present invention;

FIG. 17 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the eighth embodiment of the invention;

FIG. 18 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a ninth embodiment ofthe present invention;

FIG. 19 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the ninth embodiment of the invention;

FIG. 20 is a characteristic diagram for graphically illustratingcharacteristic of an alignment torque for a steering angle when afriction coefficient of a road surface changes in the system accordingto the ninth embodiment of the invention;

FIG. 21 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a tenth embodiment ofthe present invention;

FIG. 22 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the tenth embodiment of the invention;

FIG. 23 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to an eleventh embodimentof the present invention;

FIG. 24 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the eleventh embodiment of the invention;

FIG. 25 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twelfth embodimentof the present invention;

FIG. 26 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twelfth embodiment of the invention;

FIG. 27 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a thirteenthembodiment of the present invention;

FIG. 28 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the thirteenth embodiment of the invention;

FIG. 29 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a fourteenthembodiment of the present invention;

FIG. 30 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the fourteenth embodiment of the invention;

FIG. 31 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a fifteenth embodimentof the present invention;

FIG. 32 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the fifteenth embodiment of the invention;

FIG. 33 is a characteristic diagram for graphically illustratingcharacteristic of a transverse acceleration for a side slip angle when afriction coefficient of a road surface changes in the system accordingto the fifteenth embodiment of the invention;

FIG. 34 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a sixteenth embodimentof the present invention;

FIG. 35 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the sixteenth embodiment of the invention;

FIG. 36 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a seventeenthembodiment of the present invention;

FIG. 37 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the seventeenth embodiment of the invention;

FIG. 38 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to an eighteenthembodiment of the present invention;

FIG. 39 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the eighteenth embodiment of the invention;

FIG. 40 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a nineteenthembodiment of the present invention;

FIG. 41 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the nineteenth embodiment of the invention;

FIG. 42 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twentieth embodimentof the present invention;

FIG. 43 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twentieth embodiment of the invention;

FIG. 44 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-firstembodiment of the present invention;

FIG. 45 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-first embodiment of the invention;

FIG. 46 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-secondembodiment of the present invention;

FIG. 47 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-second embodiment of the invention;

FIG. 48 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-thirdembodiment of the present invention;

FIG. 49 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-third embodiment of the invention;

FIG. 50 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-fourthembodiment of the present invention;

FIG. 51 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-fourth embodiment of the invention;

FIG. 52 is a characteristic diagram for graphically illustratingcharacteristic of a transverse acceleration for a steering angle when afriction coefficient of a road surface changes in the system accordingto the twenty-fourth embodiment of the invention;

FIG. 53 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-fifthembodiment of the present invention;

FIG. 54 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-fifth embodiment of the invention;

FIG. 55 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-sixthembodiment of the present invention;

FIG. 56 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-sixth embodiment of the invention;

FIG. 57 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-seventhembodiment of the present invention;

FIG. 58 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-seventh embodiment of the invention;

FIG. 59 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to a twenty-eighthembodiment of the present invention;

FIG. 60 is a flow chart for illustrating vehicle behavior decisionoperation performed by the motor vehicle state detecting systemaccording to the twenty-eighth embodiment of the invention;

FIG. 61 is a view showing schematically a structure of a motor-drivenpower steering apparatus according to a twenty-ninth embodiment of thepresent invention; and

FIG. 62 is a flow chart for illustrating vehicle behavior decisionoperation performed by a conventional motor vehicle behavior detectingapparatus.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will be described in detail in conjunction withwhat is presently considered as preferred or typical embodiments thereofby reference to the drawings. In the following description, likereference characters designate like or corresponding contents throughoutthe several views.

Embodiment 1

FIG. 1 is a block diagram showing generally and schematically a systemconfiguration of the motor vehicle state detecting system according to afirst embodiment of the present invention.

Referring to FIG. 1, reference numeral 1 denotes a side slip anglemeasuring unit which constitutes a first detecting means for detectingan actual side slip angle β of a vehicle body or tire of the motorvehicle as an actual measured value of a first parameter.

A normative or normal alignment torque arithmetic unit 2 whichconstitutes a normal value arithmetic means includes a torque/slip-angleratio setting means (not shown) for setting a torque/slip-angle ratio(=gain Ka) and serves for arithmetically determining a normal alignmenttorque To on the basis of the actual side slip angle β and thetorque/slip-angle ratio (gain Ka).

The torque/slip-angle ratio setting means incorporated in the normalalignment torque arithmetic unit 2 serves to set a ratio of thealignment torque (also called aligning torque) to the slip angle of themotor vehicle as the torque/slip-angle ratio (gain Ka) in advance independence on the type of the motor vehicle concerned.

Thus, the normal alignment torque arithmetic unit 2 is capable ofarithmetically determining the normative or normal alignment torque To(=Ka·β) for the actual side slip angle β by multiplying the actual sideslip angle β by the gain Ka.

On the other hand, an alignment torque measuring unit 3 whichconstitutes a second detecting means is designed to detect an actualalignment torque Ta which the motor vehicle receives from a road surfacein the course of running. Incidentally, in the description whichfollows, the actual side slip angle β will also be referred to simply asthe side slip angle β for the convenience of description.

Further, an alignment torque deviation arithmetic unit 4 is providedwhich is so designed or programmed as to arithmetically determine as athird parameter an absolute value of a deviation of the actual alignmenttorque Ta from the normal alignment torque To (i.e., error or differencebetween the normal alignment torque To and the actual alignment torqueTa). More specifically, the alignment torque deviation arithmetic unit 4determines a deviation ΔT of alignment torque (hereinafter also referredto as the alignment torque deviation ΔT) in accordance with ΔT=|To−Ta|).

Further, provided is a motor vehicle behavior stability decision unit 5which includes a reference value setting means and a comparison means(not shown). The reference value setting means sets previously apredetermined deviation quantity α1 serving as a reference value forcomparison with the alignment torque deviation ΔT independence on themotor vehicle concerned.

On the other hand, the comparison means incorporated in the motorvehicle behavior stability decision unit 5 serves to compare thealignment torque deviation ΔT with the predetermined deviation quantityα1 to thereby decide that the behavior of the motor vehicle is unstablewhen the alignment torque deviation ΔT is greater than the predetermineddeviation quantity α1 inclusive thereof. The result of this decision isoutputted as an unstable state detection signal.

In general, the actual alignment torque Ta bears a substantiallyproportional relation to the actual side slip angle β so long as themotor vehicle is in the stable running state. However, when the runningstate of the motor vehicle approaches to a stability limit or anunstable region, magnitude of the actual alignment torque Ta decreases,rendering it impossible to maintain the above-mentioned proportionalrelation relative to the actual side slip angle β. Accordingly, bytaking advantage of this feature, it is possible to detect the state ofthe motor vehicle.

The side slip angle measuring unit 1 for measuring the actual side slipangle β may be implemented by mounting on a wheel of the motor vehiclean optical sensor which is capable of measuring the ground speeds in twodirections, i.e., the longitudinal direction and the transversedirection.

On the other hand, the alignment torque measuring unit 3 for measuringthe actual alignment torque Ta may be implemented by mounting a loadcell or the like on a steering column.

As described above, the normal alignment torque arithmetic unit 2 isdesigned to arithmetically determine the normal alignment torque To(=Ka·β) while the alignment torque deviation arithmetic unit 4 isdesigned to arithmetically determine the alignment torque deviation ΔT(=|To−Ta|).

The motor vehicle behavior stability decision unit 5 is designed tocompare the alignment torque deviation ΔT with the predetermineddeviation quantity α1. When the comparison shows that ΔT≧α1, i.e., whenthe condition given by the undermentioned expression (1) is satisfied,it is then determined that the behavior of the motor vehicle isunstable.|ka·β−Ta|≧α 1  (1)

Next, description will be directed to the operation performed by themotor vehicle state detecting system according to the instant embodimentof the invention by reference to a flow chart shown in FIG. 2 togetherwith FIG. 1.

Referring to FIG. 2, the actual alignment torque Ta which the motorvehicle receives from the road surface in the course of traveling isfirstly measured by means of the alignment torque measuring unit 3 andthe value of the actual alignment torque as measured being then storedin a memory incorporated in the alignment torque deviation arithmeticunit 4 (step S11).

On the other hand, the actual side slip angle β of the body or tire ofthe motor vehicle is measured by the side slip angle measuring unit 1,and the value of the actual side slip angle as measured is then storedin the memory incorporated in the normative or normal alignment torquearithmetic unit 2 (step S12).

Subsequently, the normal alignment torque arithmetic unit 2 multipliesthe actual side slip angle β by the gain Ka of the alignment torque forthe side slip angle to thereby arithmetically determine the normalalignment torque To (step S13).

In succession, the actual alignment torque Ta is subtracted from thenormal alignment torque To by the alignment torque deviation arithmeticunit 4 and the absolute value of the difference between the actualalignment torque and the normal alignment torque is arithmeticallyderived as the alignment torque deviation ΔT (step S14).

Finally, the alignment torque deviation ΔT and the predetermineddeviation quantity α1 preset in dependence on the motor vehicleconcerned are compared with each other by means of the motor vehiclebehavior stability decision unit 5, whereon decision is made whether thecondition given by the expression (1), i.e., ΔT≧α1, is satisfied or not(step S15).

When it is determined in the step S15 that ΔT≧α1 (i.e., when thedecision step S15 results in affirmation “YES”), it is determined in astep S16 that the behavior of the motor vehicle is unstable or that aprognostic sign of the behavior of the motor vehicle becoming unstableexists. By contrast, when it is found in the step S15 that ΔT<α1 (i.e.,when the decision step S15 results in negation “NO”), it is thendetermined that the behavior of the motor vehicle is stable (step S17),whereon the processing routine shown in FIG. 2 comes to an end.

As can be understood from the above, by detecting the unstable state ofbehavior of the motor vehicle on the basis of the actual side slip angleβ and the actual alignment torque Ta, it is possible to effectivelydetect the unstable state of behavior of the motor vehicle even in thestate where the grip force of the tire has been lowered.

FIG. 3 is a characteristic diagram for graphically illustrating in whatmanner the actual alignment torque (Ta) changes as a function of theactual side slip angle (β).

In this figure, the actual side slip angle β is taken along the abscissawhile the actual alignment torque Ta is taken along the ordinate.Further, in the figure, a single-dotted line curve represents the normalalignment torque To, a solid line curve represents an actual alignmenttorque Ta1 when the motor vehicle is running on a road surface coveredwith dry asphalt (hereinafter also referred to as the dry asphalt roadsurface), and a broken line curve represents an actual alignment torqueTa2 when the motor vehicle is traveling on a slippery road surface.

As can be seen in FIG. 3, the characteristic curve (see broken linecurve) representing the actual alignment torque Ta2 on the slippery roadsurface begins to fall at the actual side slip angle β of a smallervalue when compared with the actual alignment torque Ta1 on the dryasphalt road surface represented by the solid line characteristic curve.However, in a range where the actual side slip angle β is much smallerthan the value mentioned above, linearity of the actual alignment torqueTa2 on the slippery road surface which substantially conforms to thenormal alignment torque To is sustained as is the case with the actualalignment torque Ta1.

For the reason mentioned above, in the range or region where the valueof the actual side slip angle β is small, there can be made use of thegain of the normal alignment torque To for the side slip angle β (theslope of the curve To shown in FIG. 3) which gain is preset independence on the motor vehicle concerned.

In general, in conjunction with the torque/slip-angle characteristic, itis safe to say that although the actual alignment torque Ta and the sideslip angle β bear the proportional relation to each other in the regionwhere the side slip angle β is small, the actual alignment torque Tabecomes small as the side slip angle β increases. By taking advantage ofthis feature, it is possible to arithmetically determine the normalvalue on the basis of the straight-line slope (slope of To) and the sideslip angle β in the region where the value of the side slip angle β issmall to thereby identify the unstable state of the motor vehiclebehavior when the deviation of the actual measured value from the normalvalue increases (i.e., when the slope of the actual alignment torque Tafor the side slip angle β differs remarkably from the slope of theapproximate straight line).

In this way, the unstable state of the motor vehicle behavior or theprognostic sign thereof in the slip/locked state of tires which couldnot be detected with the conventional apparatus can be ascertained bydetecting the actual alignment torque Ta and the side slip angle βactually taking place in the motor vehicle to thereby arithmeticallydetermine the normal alignment torque To and then comparing the actualalignment torque Ta with the normal alignment torque To.

To say in another way, by detecting the change of the behavior of themotor vehicle on the basis of the actual alignment torque Ta and theactual side slip angle β, it is possible to detect the unstable state ofthe motor vehicle behavior or the prognostic sign thereof by takingadvantage of such characteristics of the torque/slip-angle ratio (gainKa) that the torque and the slip angle are in a linear relation to eachother, i.e., the actual alignment torque Ta bears a proportionalrelation to the side slip angle β, in the region where the actual sideslip angle β is small, while in the region where the actual side slipangle β is large, the actual alignment torque Ta decreases as a functionof the actual side slip angle β.

More specifically, the value of the normal alignment torque To isdetermined on the basis of the straight-line slope (gain Ka) and theactual side slip angle β in the region where the value of the actualside slip angle β is small, whereon the value of the actual alignmenttorque Ta is compared with that of the normal alignment torque To. Whenthe alignment torque deviation ΔT (=|To−Ta|) is greater than thepredetermined value α1 inclusive, it is then determined that thebehavior of the motor vehicle is unstable.

Embodiment 2

In the motor vehicle state detecting system according to the firstembodiment of the invention, the normal alignment torque To isarithmetically determined by using the torque/slip-angle ratio (gain Ka)to thereby make decision that the motor vehicle is in the unstable statewhen the alignment torque deviation ΔT of the actual alignment torque Tafrom the normal alignment torque To is greater than the predeterminedvalue α1 inclusive thereof. By contrast, in the motor vehicle statedetecting system according to a second embodiment of the presentinvention, such arrangement is adopted that the rate of change(hereinafter also referred to simply as the change rate) of the actualalignment torque Ta for the side slip angle β is arithmeticallydetermined or alternatively measured to thereby make decision that themotor vehicle is in the unstable state when the torque/slip-angle changerate (i.e., change rate of the actual alignment torque relative to theactual side slip angle) departs from a predetermined range.

FIG. 4 is a schematic block diagram showing generally a major portion ofthe motor vehicle state detecting system according to the secondembodiment of the invention which is so arranged as to make decisionconcerning the stability of behavior of the motor vehicle on the basisof comparison between the torque/slip-angle change rate and thepredetermined range. Incidentally, components same as or equivalent tothose described hereinbefore by reference to FIG. 1 are denoted by likereference symbols affixed with “A” as the case may be. Repeateddescription in detail of those components will be omitted.

Now, referring to FIG. 4, reference numeral 6 denotes atorque/slip-angle change rate measuring unit which is comprised of theside slip angle measuring unit 1, the alignment torque measuring unit 3and an arithmetic unit 7. The arithmetic unit 7 is so designed as toarithmetically determine (or alternatively measure) the change rate ofthe actual alignment torque Ta for the actual side slip angle β in termsof the torque/slip-angle change rate dTa/dβ.

The torque/slip-angle change rate dTa/dβ arithmetically determined bythe arithmetic unit 7 incorporated in the torque/slip-angle change ratemeasuring unit 6 is inputted to a motor vehicle behavior stabilitydecision unit 5A to be utilized in making decision as to the stabilityof behavior of the motor vehicle.

The motor vehicle behavior stability decision unit 5A includes areference value setting means (not shown) which is designed to set apredetermined range as the reference for comparison with thetorque/slip-angle change rate dTa/dβ in dependence on the type of themotor vehicle concerned. When the torque/slip-angle change rate dTa/dβdeparts from the predetermined range, the motor vehicle behaviorstability decision unit 5A decides that the behavior of the motorvehicle is unstable.

In general, the actual alignment torque Ta bears at least approximatelya proportional relation to the actual side slip angle β so long as themotor vehicle is in the stable running state. However, when the behaviorof the motor vehicle approaches to the stability limit mentionedhereinbefore, magnitude of the actual alignment torque Ta decreases to alevel where the proportional relation to the actual side slip angle βcan no more be maintained, as described previously by reference to FIG.3. By taking advantage of this feature of behavior, it is possible tomake decision as to the unstable state of the motor vehicle.

The arithmetic unit 7 incorporated in the torque/slip-angle change ratemeasuring unit 6 may be so designed as to determine thetorque/slip-angle change rate dTa/dβ by measuring the actual alignmenttorque Ta in correspondence to the side slip angle β actually measured.

The motor vehicle behavior stability decision unit 5A compares thetorque/slip-angle change rate dTa/dβ with the predetermined range presetin dependence on the motor vehicle concerned, to thereby decide that thebehavior of the motor vehicle is unstable when the torque/slip-anglechange rate dTa/dβ lies outside of the predetermined range.Mathematically, this decision can be made in accordance with thefollowing expression (2):dTa/dβ≧α 2 U or dTa/dβ≦α 2 L  (2)

Next, referring to a flow chart shown in FIG. 5, description will bedirected to the operation performed by the motor vehicle state detectingsystem according to the second embodiment of the invention. In FIG. 5,the steps S12, S16 and S17 represent the processings similar to thosedescribed hereinbefore by reference to FIG. 2.

At first, the actual side slip angle β is measured by means of thearithmetic unit 7 incorporated in the torque/slip-angle change ratemeasuring unit 6 to be stored in a memory in a step S12, which is thenfollowed by a step S24 where the actual alignment torque Tacorresponding to the actual side slip angle β is measured in terms ofthe torque/slip-angle change rate dTa/dβ which is then stored in thememory as well.

In succession, in a step S25, the motor vehicle behavior stabilitydecision unit 5A fetches the torque/slip-angle change rate dTa/dβmeasured or determined by the torque/slip-angle change rate measuringunit 6 to thereby make decision whether or not the torque/slip-anglechange rate dTa/dβ departs from the predetermined range defined by theupper limit value α2U and the lower limit value α2L, respectively.

When it is determined in the step S25 that the torque/slip-angle changerate dTa/dβ departs from the predetermined range (i.e., when thedecision step S25 results in affirmation “YES”), it is determined in astep S16 that the behavior of the motor vehicle is unstable or that aprognostic sign indicating that the behavior of the motor vehicle willbecome unstable exists. By contrast, when it is found in the step S25that the torque/slip-angle change rate dTa/dβ lies within thepredetermined range (i.e., when the decision step S25 results innegation “NO”), it is then determined that the behavior of the motorvehicle is stable (step S17), whereupon the processing routine shown inFIG. 5 comes to an end.

As can be seen from the above, by detecting the unstable state of thebehavior of the motor vehicle on the basis of the actual alignmenttorque Ta really taking place in the motor vehicle concerned, it ispossible to detect the unstable state of the behavior of the motorvehicle with high effectiveness even in the situation where the gripforce of tire is small.

As described previously by reference to FIG. 3, the actual alignmenttorque Ta to which the motor vehicle running on the slippery roadsurface is subjected to becomes small when the actual side slip angle βis relatively small. However, in the region where the actual side slipangle β becomes further small, the linearity of the actual alignmenttorque Ta which conforms to the slope of the normal alignment torque Tois sustained. Thus, the range of the torque/slip-angle change rate(gain) can be used for making decision concerning the stability of thebehavior of the motor vehicle similarly to the case where the motorvehicle is running on a dry-asphalt (not slippery) road surface.

Embodiment 3

In the motor vehicle state detecting system according to the secondembodiment of the invention, the torque/slip-angle change rate measuringunit 6 is employed for making available the torque/slip-angle changerate dTa/dβ. By contrast, in the case of the motor vehicle statedetecting system according to a third embodiment of the presentinvention, time-based change rates of the actual side slip angle β andthe actual alignment torque Ta, respectively, are measured and subjectedto division processing for thereby determining the torque/slip-anglechange rate dTa/dβ.

FIG. 6 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to thethird embodiment of the invention in which the torque/slip-angle changerate dTa/dβ is determined on the basis of the time-based change rates ofthe actual side slip angle β and the actual alignment torque Ta,respectively.

Referring to FIG. 6, the arithmetic means for determining the stabilitydecision parameter is comprised of a time-based slip-angle change ratemeasuring unit 8 for determining the time-based change rate of theactual side slip angle β in the form of the time-based slip-angle changerate dβ/dt, a time-based torque change rate measuring unit 9 fordetermining the time-based change rate of the actual alignment torque Tain the form of dβ/dt, i.e., the time-based slip-angle change rate, and atorque/slip-angle change rate arithmetic unit 10 for arithmeticallydetermining the torque/slip-angle change rate dTa/dβ by dividing thetime-based torque change rate dTa/dt by the time-based slip-angle changerate dβ/dt.

Now, referring to FIG. 6, operation of the motor vehicle state detectingsystem according to the instant embodiment of the invention will bedescribed.

As mentioned previously, the motor vehicle behavior stability decisionunit 5A determines the state of the motor vehicle by taking advantage ofthe behavior feature that the proportional relation of the actualalignment torque Ta relative to the actual side slip angle β can no morebe sustained or held when the actual alignment torque Ta approaches tothe stability limit of the motor vehicle.

The time-based slip-angle change rate measuring unit 8 may be sodesigned as to measure the time-based slip-angle change rate dβ/dt ofthe actual side slip angle β by resorting to measurement of e.g. theground speed in both the longitudinal and transverse directionsperiodically at a predetermined time interval.

Further, the time-based torque change rate measuring unit 9 may be sodesigned as to measure the time-based torque change rate dTa/dt bymeasuring the actual alignment torque Ta at a predetermined timeinterval.

The time-based torque change rate measuring unit 9 may be constituted bya load cell mounted on the steering column for measuring the actualalignment torque periodically at a predetermined time interval.

The torque/slip-angle change rate arithmetic unit 10 is so designed asto divide the time-based torque change rate dTa/dt by the time-basedslip-angle change rate dβ/dt to thereby arithmetically determine theratio of the change rate of the actual alignment torque Ta to that ofthe actual side slip angle β, i.e., the torque/slip-angle change ratedTa/dβ in accordance with the undermentioned expression (3):(dTa/dt)/(dβ/dt)=dTa/dβ  (3)

In this conjunction, the motor vehicle behavior stability decision unit5A is so designed as to decide that the behavior of the motor vehicle isin the unstable state or the prognostic state thereof when thetorque/slip-angle change rate dTa/dβ is outside of the predeterminedrange (see the expression (2) described previously) and output anunstable state detection signal.

Next, referring to a flow chart of FIG. 7, description will be directedto the operation performed by the motor vehicle state detecting systemaccording to the third embodiment of the invention shown in FIG. 6. InFIG. 7, the steps S16 and S17 represent the processings similar to thosedescribed hereinbefore by reference to FIGS. 2 and 5.

At first, the time-based change rate dβ/dt of the actual side slip angleβ (i.e., time-based slip-angle change rate dβ/dt) is measured to bestored in a memory in a step S31, which is then followed by a step S32where the time-based change rate dTa/dt of the actual alignment torqueTa (i.e., time-based torque change rate dTa/dt) is measured, which isalso stored in the memory.

In succession, in a step S33, the time-based torque change rate dTa/dtis divided by the time-based slip-angle change rate dβ/dt to therebydetermine the change rate (rate of change) of the actual alignmenttorque Ta relative to that of the actual side slip angle β (i.e.,torque/slip-angle change rate dTa/dβ).

Subsequently, the motor vehicle behavior stability decision unit 5Acompares the torque/slip-angle change rate dTa/dβ with the predeterminedrange (delimited by the upper limit value α2U and the lower limit valueα2L, respectively) (step S34) to thereby make decision that the behaviorof the motor vehicle is unstable when the torque/slip-angle change ratedTa/dβ is outside of the predetermined range (step S16) while decidingthat the behavior of the motor vehicle is stable when thetorque/slip-angle change rate dTa/dβ falls within the predeterminedrange mentioned above (step S17).

In this way, by computing the torque/slip-angle change rated Ta/dβ fromthe time-based change rate of the actual alignment torque Ta and that ofthe actual side slip angle β, there can be obtained advantageous actionsand effects similar to those of the embodiments described hereinbefore.

At this juncture, it should further be added that even in the case whereit is impossible to directly measure (or determine arithmetically) thetorque/slip-angle change rate dTa/dβ, this change rate canarithmetically be derived from the time-based change rates of the actualalignment torque Ta and the actual side slip angle β, respectively.

Embodiment 4

In the case of the motor vehicle state detecting system according to thethird embodiment of the invention, the time-based change rates of theactual side slip angle β and the actual alignment torque Ta,respectively, are used for arithmetically determining thetorque/slip-angle change rate dTa/dβ. In the motor vehicle statedetecting system according to a fourth embodiment of the presentinvention, change rates of the actual side slip angle β and the actualalignment torque Ta, respectively, for the travel distance of the motorvehicle (i.e., distance the motor vehicle has traveled) are used.

FIG. 8 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to thefourth embodiment of the invention in which the change rates of theactual side slip angle β and the actual alignment torque Ta,respectively, for the travel distance of the motor vehicle are used.

In FIG. 8, reference numeral 5A denotes a motor vehicle behaviorstability decision unit similar to that described hereinbefore inconjunction with FIG. 6. A torque/slip-angle change rate arithmetic unit10A is equivalent to the torque/slip-angle change rate arithmetic unit10 also described previously.

In this case, the arithmetic means for determining the stabilitydecision parameter is comprised of a distance-based slip-angle changerate measuring unit 11 for determining the change rate of the actualside slip angle β for the travel distance L of the motor vehicle in theform of the distance-based slip-angle change rate dβ/dL, adistance-based torque change rate measuring unit 12 for determining thechange rate of the actual alignment torque Ta for the travel distance Lin the form of the distance-based torque change rate dTa/dL, and atorque/slip-angle change rate arithmetic unit 10A for arithmeticallydetermining the torque/slip-angle change rate dTa/dβ by dividing thedistance-based torque change rate dTa/dL by the distance-basedslip-angle change rate dβ/dL.

The distance-based slip-angle change rate measuring unit 11 includes atravel distance measuring unit (or arithmetic unit) for determining adistance L the motor vehicle has traveled. This distance is referred toas the travel distance. The distance-based torque change rate measuringunit 12 may be constituted by a load cell mounted on the steering columnfor measuring the actual alignment torque periodically everypredetermined travel distance.

Now, referring to FIG. 8, operation of the motor vehicle state detectingsystem according to the fourth embodiment of the invention will______edescribed.

The distance-based slip-angle change rate measuring unit 11 may be sodesigned as to arithmetically determine the distance-based slip-anglechange rate dβ/dL by resorting to measurement of e.g. the ground speedin both the longitudinal and transverse directions periodically everypredetermined travel distance. Further, the distance-based torque changerate measuring unit 12 may be so designed as to arithmetically determinethe distance-based torque change rate dTa/dL by measuring the actualalignment torque Ta every predetermined travel distance.

On the other hand, the torque/slip-angle change rate arithmetic unit 10Ais so designed as to divide the distance-based torque change rate dTa/dLby the distance-based slip-angle change rate dβ/dL to therebyarithmetically determine the torque/slip-angle change rate dTa/dβ inaccordance with the undermentioned expression (4):(dTa/dL)/(dβ/dL)=dTa/dβ  (4)

Further, the motor vehicle behavior stability decision unit 5A is sodesigned as to check whether or not the torque/slip-angle change ratedTa/dβ falls within a predetermined range and decide that the behaviorof the motor vehicle is in the unstable state when the torque/slip-anglechange rate dTa/dβ is outside of the predetermined range.

Next, referring to a flow chart of FIG. 9, description will be directedto the operation performed by the motor vehicle state detecting systemaccording to the fourth embodiment of the invention shown in FIG. 8. InFIG. 9, the steps S34, S16 and S17 represent the processings similar tothose described hereinbefore by reference to FIG. 7.

At first, the distance-based slip-angle change rate dβ/dL is measured tobe stored in a memory in a step S41, which is then followed by a stepS42 where the distance-based torque change rate dTa/dL is measured,which is also stored in the memory.

In succession, in a step S43, the distance-based torque change ratedTa/dL is divided by the distance-based slip-angle change rate dβ/dL tothereby determine the torque/slip-angle change rate dTa/dβ.

Subsequently, the motor vehicle behavior stability decision unit 5Acompares the torque/slip-angle change rate dTa/dβ with the predeterminedrange (delimited by the upper limit value α2U and the lower limit valueα2L, respectively) (step S34) to thereby make decision that the behaviorof the motor vehicle is unstable when the torque/slip-angle change ratedTa/dβ is outside of the predetermined range (step S16) while decidingthat the behavior of the motor vehicle is stable when thetorque/slip-angle change rate dTa/dβ falls within the predeterminedrange mentioned above (step S17).

In the motor vehicle state detecting system according to the instantembodiment of the invention, advantageous actions and effects comparableto those mentioned previously can be obtained. Furthermore, even in thecase where it is impossible to directly measure (or determinearithmetically) the torque/slip-angle change rate dTa/dβ, the latter canarithmetically be determined.

Embodiment 5

In the motor vehicle state detecting system according to the thirdembodiment of the invention, the time-based slip-angle change ratemeasuring unit 8 (see FIG. 6) is employed for making available thetorque/slip-angle change rate dTa/dβ. In the motor vehicle statedetecting system according to a fifth embodiment of the presentinvention, the time-based slip-angle change rate dβ/dt is arithmeticallydetermined on the basis of outputs of various relevant sensors.

FIG. 10 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to the fifth embodimentof the present invention in which a time-based slip-angle change ratearithmetic unit 8A is employed. In the figure, components similar tothose described previously in conjunction with FIG. 6 are denoted bylike reference symbols.

The motor vehicle state detecting system according to the instantembodiment of the invention includes as the sensors a transverseacceleration measuring unit 13 for detecting actual acceleration Gy ofthe motor vehicle in the transverse direction thereof, a yaw ratemeasuring unit 14 for detecting acceleration of the motor vehicle in theyaw direction thereof (actual yaw rate) γ and a vehicle speed measuringunit 15 for detecting running speed of the motor vehicle in thetraveling direction as an actual vehicle speed v.

In the case of the instant embodiment of the invention, the time-basedslip-angle change rate arithmetic unit 8A is so designed as toarithmetically determine the time-based slip-angle change rate dβ/dt onthe basis of the actual transverse acceleration Gy, the actual yaw rate(time-based differential value of the velocity or speed of the motorvehicle in the yaw direction) γ and the actual vehicle speed v(hereinafter also referred to simply as the vehicle speed).

Now, referring to FIG. 10, operation of the motor vehicle statedetecting system according to the fifth embodiment of the invention willbe described.

The transverse acceleration measuring unit 13 may be constituted by e.g.an accelerometer which is so disposed as to detect the acceleration ofthe motor vehicle in the transverse direction and so designed as todetect the transverse acceleration Gy to be stored in a memory.

Further, the yaw rate measuring unit 14 is so designed as to detect theactual yaw rate γ which is also stored in the memory. Similarly, thevehicle speed measuring unit 15 is designed to detect the actual vehiclespeed v for storage in the memory.

The time-based slip-angle change rate arithmetic unit 8A is so designedas to arithmetically determine the time-based slip-angle change ratedβ/dt on the basis of the actual transverse acceleration Gy, the actualyaw rate γ and the actual vehicle speed v in accordance with theundermentioned expression (5):v(dβ/dt+γ)=Gy and hence dβ/dt=(Gy/v−γ)  (5)

Further, the time-based torque change rate measuring unit 9 is adaptedto measure the time-based torque change rate dTa/dt.

In succession, the torque/slip-angle change rate arithmetic unit 10divides the time-based torque change rate dTa/dt by the time-basedslip-angle change rate dβ/dt to thereby arithmetically determine thetorque/slip-angle change rate dTa/dβ in accordance with the expression(3) mentioned hereinbefore.

Subsequently, the motor vehicle behavior stability decision unit 5Acompares the torque/slip-angle change rate dTa/dβ with the predeterminedrange delimited by the upper limit value α2U and the lower limit valueα2L, respectively, to thereby decide whether or not the behavior of themotor vehicle is in the unstable state or in the stable state.

Next, referring to a flow chart shown in FIG. 11, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the fifth embodiment of the invention shown in FIG.10. In FIG. 11, the steps S32, S33, S34, S16 and S17 represent theprocessings similar to those described hereinbefore by reference to FIG.7.

At first, the actual transverse acceleration Gy of the motor vehicle ismeasured to be stored in the memory in a step S51, which is thenfollowed by a step S52 where the actual yaw rate γ is measured to bestored in the memory. The actual vehicle speed v is also measured forstorage in the memory in a step S53.

In succession, the time-based slip-angle change rate dβ/dt isarithmetically determined in accordance with the above expression (5) onthe basis of the actual transverse acceleration Gy, the actual yaw rateγ and the actual vehicle speed v, the result of which is stored in thememory (step S54). Further, the time-based torque change rate dTa/dt ismeasured for storage in the memory (step S32).

Next, in a step S33, the time-based torque change rate dTa/dt is dividedby the time-based slip-angle change rate dβ/dt to thereby determine thetorque/slip-angle change rate dTa/dβ.

Subsequently, the torque/slip-angle change rate dTa/dβ is compared withthe predetermined range (step S34) to thereby make decision that thebehavior of the motor vehicle is unstable when the torque/slip-anglechange rate dTa/dβ deviates from the predetermined range (step S16)while deciding that the behavior of the motor vehicle is stable when thetorque/slip-angle change rate dTa/dβ falls within the predeterminedrange mentioned above (step S17).

In this manner, even in the case where it is impossible to directlymeasure the time-based slip-angle change rate dβ/dt, this change ratedβ/dt can arithmetically be determined by measuring the transverseacceleration Gy, the yaw rate γ and the vehicle speed v. Thus, thetorque/slip-angle change rate dTa/dβ can arithmetically be determinedand essentially same actions and effects as those described hereinbeforecan be obtained.

Embodiment 6

In the motor vehicle state detecting system according to the thirdembodiment of the invention, no consideration is paid to the processingprocedure which is to be executed when the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value. In themotor vehicle state detecting system according to a sixth embodiment ofthe present invention, such arrangement is adopted that the divisionarithmetic processing executed by the torque/slip-angle change ratearithmetic unit 10 (see FIG. 6) is inhibited when the time-basedslip-angle change rate dβ/dt becomes smaller than the lower limitpermissible value, to thereby prevent occurrence of the overflow.

FIG. 12 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the sixth embodimentof the present invention in which the division arithmetic executed bythe torque/slip-angle change rate arithmetic unit 10 is inhibited whenthe time-based slip-angle change rate dβ/dt is small.

In FIG. 12, components similar to those described previously inconjunction with FIG. 6 are denoted by like reference symbols.

Referring to the figure, a time-based slip-angle change rate comparator17 is inserted between the time-based slip-angle change rate measuringunit 8 and the torque/slip-angle change rate arithmetic unit 10 with atime-based torque change rate comparison/decision unit 18 beingconnected to the output of the time-based slip-angle change ratecomparator 17.

The time-based slip-angle change rate comparator 17 is so designed thatit ordinarily supplies the time-based slip-angle change rate dβ/dt tothe torque/slip-angle change rate arithmetic unit 10 to validate thearithmetic operation (division processing) of the torque/slip-anglechange rate arithmetic unit 10.

On the other hand, when the time-based slip-angle change rate dβ/dt issmaller than the lower limit permissible value, the time-basedslip-angle change rate comparator 17 inhibits the division processingexecuted by the torque/slip-angle change rate arithmetic unit 10 byinvalidating or disabling the torque/slip-angle change rate arithmeticunit 10 while outputting the result of the above-mentioned comparison(i.e., dβ/dt<lower limit permissible value) to the time-based torquechange rate comparison/decision unit 18 to thereby enable the operationof the time-based torque change rate comparison/decision unit 18.

The time-based slip-angle change rate comparator 17 is comprised of alower limit value setting means for setting the lower limit permissiblevalue for the time-based slip-angle change rate dβ/dt in dependence onthe motor vehicle concerned, and a division arithmetic inhibiting meansfor disabling the division arithmetic executed by the torque/slip-anglechange rate arithmetic unit 10 when the value of the time-basedslip-angle change rate dβ/dt becomes smaller than the lower limitpermissible value.

On the other hand, the time-based torque change rate comparison/decisionunit 18 is comprised of a predetermined change rate setting means forsetting a predetermined change rate for the time-based torque changerate dTa/dt in dependence on the motor vehicle concerned and acomparison means for comparing the time-based torque change rate dTa/dtwith a predetermined change rate. Incidentally, the function of thetime-based torque change rate comparison/decision unit 18 may beincarnated as a function of the motor vehicle behavior stabilitydecision unit 5A.

In operation, when it is decided by the time-based slip-angle changerate comparator 17 that the value of the time-based slip-angle changerate dβ/dt becomes smaller than the lower limit permissible value,operation of the time-based torque change rate comparison/decision unit18 is validated in place of the torque/slip-angle change rate arithmeticunit 10 and the motor vehicle behavior stability decision unit 5A. Inthat case, the time-based torque change rate comparison/decision unit 18makes decision that the behavior of the motor vehicle is unstable solong as the time-based torque change rate dTa/dt reaches or exceeds thepredetermined change rate value.

In general, when the absolute value of the time-based slip-angle changerate dβ/dt of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the time-based torquechange rate dTa/dt is smaller than the predetermined change rate value,then it can be determined that the motor vehicle is scarcely moving inthe lateral or transverse direction and thus the motor vehicle is in thestable state.

By contrast, if the absolute value of the time-based torque change ratedTa/dt exceeds the predetermined change rate value, the behavior of themotor vehicle is then identified as being in the unstable state, even ifthe absolute value of the time-based slip-angle change rate dβ/dt issmaller than the lower limit permissible value inclusive.

Furthermore, even if the time-based slip-angle change rate dβ/dt isgreater than the lower limit permissible value inclusive, the behaviorof the motor vehicle is regarded as being in the stable state so far asthe torque/slip-angle change rate dTa/dβ falls within the predeterminedrange. However, if the torque/slip-angle change rate dTa/dβ lies outsideof the predetermined range, it is then determined that the motor vehicleis in the unstable state.

Next, description will turn to operation of the motor vehicle statedetecting system according to the sixth embodiment of the inventionshown in FIG. 12.

At first, the time-based slip-angle change rate measuring unit 8measures the time-based slip-angle change rate dβ/dt while thetime-based torque change rate measuring unit 9 measures the time-basedtorque change rate dTa/dt.

The time-based slip-angle change rate comparator 17 compares thetime-based slip-angle change rate dβ/dt with the lower limit permissiblevalue to supply the time-based slip-angle change rate dβ/dt to thetorque/slip-angle change rate arithmetic unit 10 when the value of thetime-based slip-angle change rate dβ/dt is greater than the lower limitpermissible value inclusive. In response thereto, the torque/slip-anglechange rate arithmetic unit 10 performs the ordinary division arithmeticin accordance with the expression (3) mentioned hereinbefore.

Subsequently, the motor vehicle behavior stability decision unit 5Acompares the torque/slip-angle change rate dTa/dβ with the predeterminedrange mentioned above to decide that the behavior of the motor vehicleis in the unstable state when the torque/slip-angle change rate dTa/dβlies outside of the predetermined range (see expression (2)).

On the other hand, when the value of the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value, thetime-based slip-angle change rate comparator 17 inhibits the time-basedslip-angle change rate dβ/dt from being supplied to thetorque/slip-angle change rate arithmetic unit 10 (and hence the divisionarithmetic represented by the expression (3)). Further, the result ofthe comparison is supplied to the time-based torque change ratecomparison/decision unit 18.

In this manner, the time-based torque change rate comparison/decisionunit 18 is put into operation in place of the motor vehicle behaviorstability decision unit 5A, wherein the state of the motor vehicle isdetected on the basis of the result of the comparison performed by thetime-based torque change rate comparison/decision unit 18.

More specifically, the time-based torque change rate comparison/decisionunit 18 compares the time-based torque change rate dTa/dt with apredetermined change rate to decide that the behavior of the motorvehicle is unstable when the time-based torque change rate dTa/dt isgreater than the above-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 13, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the sixth embodiment of the invention shown in FIG.12. In FIG. 13, the steps S34, S16 and S17 represent the processingssimilar to those described hereinbefore.

At first, the time-based slip-angle change rate dβ/dt is measured andthe absolute value thereof is stored in the memory (step S61). Further,the time-based torque change rate dTa/dt is measured and the absolutevalue thereof is stored in the memory (step S62).

Subsequently, decision is made whether or not the absolute value of thetime-based slip-angle change rate dβ/dt is smaller than the lower limitpermissible value in a step S63. When it is determined that|dβ/dt|<lower limit permissible value (i.e., when the step S63 is“YES”), then the time-based torque change rate comparison/decision unit18 is validated or put into operation, whereon decision is made whetheror not the absolute value of the time-based torque change rate dTa/dt isgreater than the above-mentioned predetermined change rate inclusivethereof in a step S64.

When the decision step S64 results in that |dTa/dt|≧predetermined changerate, i.e., “YES”, it is then determined that the behavior of the motorvehicle is in the unstable state (step S16), while it is decided thatthe motor vehicle is in the stable state (step S17) when|dTa/dt|<predetermined change rate, i.e., when the step S64 is “NO”,whereon the processing routine shown in FIG. 13 is terminated.

On the other hand, when the decision steps S63 results in that|dβ/dt|≧lower limit permissible value, i.e., “NO”, then thetorque/slip-angle change rate arithmetic unit 10 is put into operationto arithmetically determine the torque/slip-angle change rate dTa/dβ(step S65). In succession, it is checked by the motor vehicle behaviorstability decision unit 5A in a step S34 whether or not thetorque/slip-angle change rate dTa/dβ lies outside of the predeterminedrange.

Finally, in dependence on whether or not the torque/slip-angle changerate dTa/dβ lies outside of the predetermined range, the unstable stateor the stable state of the behavior of the motor vehicle is decided(step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the instant embodiment, the division arithmeticperformed by the torque/slip-angle change rate arithmetic unit 10 isinhibited or disabled when the value of the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value, and thestate of the motor vehicle is determined on the basis of only thetime-based torque change rate dTa/dt.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic executed by the torque/slip-angle change rate arithmetic unit10 can be suppressed while ensuring detection of the unstable state ofthe motor vehicle or the prognostic state thereof, even when thetime-based slip-angle change rate dβ/dt is small.

Embodiment 7

In the case of the motor vehicle state detecting system according to thefourth embodiment of the invention, no consideration has been paid tothe processing procedure which can be executed when the distance-basedslip-angle change rate dβ/dL is smaller than the lower limit permissiblevalue. In the motor vehicle state detecting system according to aseventh embodiment of the present invention, arrangement is made suchthat the division arithmetic processing executed by thetorque/slip-angle change rate arithmetic unit 10A (see FIG. 8) isinhibited when the distance-based slip-angle change rate dβ/dL becomessmaller than the lower limit permissible value, to thereby preventoccurrence of overflow.

FIG. 14 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the seventh embodimentof the invention in which the division arithmetic executed by thetorque/slip-angle change rate arithmetic unit 10A is inhibited when thedistance-based slip-angle change rate dβ/dL is small.

In FIG. 14, components similar to those described previously inconjunction with FIG. 8 are denoted by like reference symbols.

Referring to the figure, a distance-based slip-angle change ratecomparator 19 is inserted between the distance-based slip-angle changerate measuring unit 11 and the torque/slip-angle change rate arithmeticunit 10A, wherein a distance-based torque change ratecomparison/decision unit 21 is connected to the output of thedistance-based slip-angle change rate comparator 19.

The distance-based slip-angle change rate comparator 19 is so designedthat it ordinarily supplies the distance-based slip-angle change ratedβ/dL to the torque/slip-angle change rate arithmetic unit 10A tovalidate the arithmetic operation (division processing) of thetorque/slip-angle change rate arithmetic unit 10A.

On the other hand, when the distance-based slip-angle change rate dβ/dLis smaller than a lower limit permissible value, the distance-basedslip-angle change rate comparator 19 inhibits the division processingexecuted by the torque/slip-angle change rate arithmetic unit 10A bydisabling the torque/slip-angle change rate arithmetic unit 10A whileoutputting the result of the above-mentioned comparison (i.e.,dβ/dL<lower limit permissible value) to the distance-based torque changerate comparison/decision unit 21 to thereby enable the operation of thedistance-based torque change rate comparison/decision unit 21.

The distance-based slip-angle change rate comparator 19 is comprised ofa lower limit value setting means for setting the lower limitpermissible value for the distance-based slip-angle change rate dβ/dL independence on the motor vehicle concerned and a division arithmeticinhibiting means for inhibiting the division arithmetic operationexecuted by the torque/slip-angle change rate arithmetic unit 10A whenthe value of the distance-based slip-angle change rate dβ/dL becomessmaller than the lower limit permissible value.

On the other hand, the distance-based torque change ratecomparison/decision unit 21 is comprised of a predetermined change ratesetting means for setting a predetermined change rate for thedistance-based torque change rate dTa/dL in dependence on the motorvehicle concerned and a comparison means for comparing thedistance-based torque change rate dTa/dL with a predetermined changerate. Incidentally, the distance-based torque change ratecomparison/decision unit 21 may be realized as a part of the motorvehicle behavior stability decision unit 5A.

In operation, when it is decided by the distance-based slip-angle changerate comparator 19 that the value of the distance-based slip-anglechange rate dβ/dL becomes smaller than the lower limit permissiblevalue, operation of the distance-based torque change ratecomparison/decision unit 21 is validated in place of thetorque/slip-angle change rate arithmetic unit 10A and the motor vehiclebehavior stability decision unit 5A. In that case, the distance-basedtorque change rate comparison/decision unit 21 makes decision that thebehavior of the motor vehicle is unstable when the distance-based torquechange rate dTa/dL becomes greater than the predetermined change ratevalue inclusive.

In general, when the absolute value of the distance-based slip-anglechange rate dβ/dL of the motor vehicle is smaller than the lower limitpermissible value and when that of the distance-based torque change ratedTa/dL is smaller than the predetermined change rate value, then it canbe determined that the motor vehicle is scarcely moving in the lateralor transverse direction and thus the motor vehicle is in the stablestate.

On the other hand, if the absolute value of the distance-based torquechange rate dTa/dL reaches or exceeds the predetermined change ratevalue, it is then determined that the behavior of the motor vehicle isin the unstable state, even if the absolute value of the distance-basedslip-angle change rate dβ/dL is smaller than the lower limit permissiblevalue inclusive.

Furthermore, even if the distance-based slip-angle change rate dβ/dL isgreater than the lower limit permissible value inclusive, the motorvehicle can be regarded as being in the stable state so far as thetorque/slip-angle change rate dTa/dβ lies within the predeterminedrange. However, if the torque/slip-angle change rate dTa/dβ lies outsideof the predetermined range, it is then determined that the motor vehicleis in the unstable state.

Referring to FIG. 14, the distance-based slip-angle change ratemeasuring unit 11 is designed to measure the distance-based slip-anglechange rate dβ/dL while the distance-based torque change rate measuringunit 12 is designed to measure the distance-based torque change ratedTa/dL.

The distance-based slip-angle change rate comparator 19 outputs theresult of the comparison to the torque/slip-angle change rate arithmeticunit 10A when the distance-based slip-angle change rate dβ/dL is greaterthan the lower limit permissible value inclusive while outputting thatresult to the distance-based torque change rate comparison/decision unit21 when the distance-based slip-angle change rate dβ/dL is smaller thanthe lower limit permissible value.

On the other hand, the torque/slip-angle change rate arithmetic unit 10Ais so designed as to divide the distance-based torque change rate dTa/dLby the distance-based slip-angle change rate dβ/dL to therebyarithmetically determine the torque/slip-angle change rate dTa/dβ inaccordance with the expression (4) mentioned previously.

The distance-based torque change rate comparison/decision unit 21decides that the behavior of the motor vehicle is unstable when thedistance-based torque change rate dTa/dL is greater than theabove-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 15, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the seventh embodiment of the invention shown inFIG. 14. In FIG. 15, the steps S34, S16 and S17 represent theprocessings similar to those described hereinbefore.

At first, the distance-based slip-angle change rate dβ/dL is measuredand the absolute value thereof is stored in the memory (step S71).Further, the distance-based torque change rate dTa/dL is measured andthe absolute value thereof is stored in the memory (step S72).

Subsequently, decision is made whether or not the absolute value of thedistance-based slip-angle change rate dβ/dL is smaller than the lowerlimit permissible value in a step S73. When it is determined that|dβ/dL|<lower limit permissible value (i.e., when the step S73 resultsin “YES”)), then the distance-based torque change ratecomparison/decision unit 21 is validated or put into operation, formaking decision whether or not the absolute value of the distance-basedtorque change rate dTa/dL is greater than the predetermined change rateinclusive (step S74).

When the decision step S74 results in that |dTa/dL|≧predetermined changerate, i.e., “YES”, it is then determined that the behavior of the motorvehicle is in the unstable state (step S16), while it is decided thatthe motor vehicle is in the stable state (step S17) when|dTa/dL|<predetermined change rate, i.e., when the step S74 is “NO”,whereon the processing routine shown in FIG. 15 is terminated.

On the other hand, when the decision steps S73 results in that|dβ/dL|≧lower limit permissible value, i.e., “NO”, then thetorque/slip-angle change rate arithmetic unit 10A is put into operationto arithmetically determine the torque/slip-angle change rate dTa/dβ(step S75). In succession, it is checked by the motor vehicle behaviorstability decision unit 5A whether or not the torque/slip-angle changerate dTa/dβ lies outside of the predetermined range (step S34).

Finally, in dependence on whether or not the torque/slip-angle changerate dTa/dβ lies outside of the predetermined range, the unstable stateor the stable state of the behavior of the motor vehicle is decided(step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the seventh embodiment, the division arithmeticperformed by the torque/slip-angle change rate arithmetic unit 10A isinhibited or disabled when the value of the distance-based slip-anglechange rate dβ/dL is smaller than the lower limit permissible value, andthe state of the motor vehicle is determined on the basis of only thedistance-based torque change rate dTa/dL.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic executed by the torque/slip-angle change rate arithmetic unit10A can be suppressed while ensuring detection of the unstable state ofthe motor vehicle or the prognostic state thereof, even in the casewhere the distance-based slip-angle change rate dβ/dL is small.

Embodiment 8

In the case of the motor vehicle state detecting system according to thefifth embodiment of the invention, no consideration has been paid to theprocessing which is executed when the time-based slip-angle change ratedβ/dt is smaller than the lower limit permissible value. In the motorvehicle state detecting system according to an eighth embodiment of thepresent invention, arrangement is made such that the division arithmeticprocessing executed by the torque/slip-angle change rate arithmetic unit10 (see FIG. 10) is inhibited when the time-based slip-angle change ratedβ/dt becomes smaller than the lower limit permissible value, to therebyprevent occurrence of overflow, similarly to the motor vehicle statedetecting system according to the sixth embodiment described previously.

FIG. 16 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the eighth embodimentof the present invention in which the division arithmetic executed bythe torque/slip-angle change rate arithmetic unit 10 is inhibited whenthe time-based slip-angle change rate dβ/dt is small.

In FIG. 16, components similar to those described previously inconjunction with FIGS. 10 and 12 are denoted by like reference symbols.

Referring to the figure, the time-based slip-angle change ratecomparator 17 is inserted between the time-based slip-angle change ratearithmetic unit 8A and the torque/slip-angle change rate arithmetic unit10, wherein the time-based torque change rate comparison/decision unit18 is connected to the output of the time-based slip-angle change ratecomparator 17.

The time-based slip-angle change rate comparator 17 is so designed thatit ordinarily supplies the time-based slip-angle change rate dβ/dt tothe torque/slip-angle change rate arithmetic unit 10 to validate thearithmetic operation (division processing) of the torque/slip-anglechange rate arithmetic unit 10.

On the other hand, when the time-based slip-angle change rate dβ/dt issmaller than the lower limit permissible value, the time-basedslip-angle change rate comparator 17 inhibits the division processingexecuted by the torque/slip-angle change rate arithmetic unit 10 byinvalidating or disabling the torque/slip-angle change rate arithmeticunit 10 while outputting the result of the comparison (i.e., dβ/dt<lowerlimit permissible value) to the time-based torque change ratecomparison/decision unit 18 to thereby enable the operation of thetime-based torque change rate comparison/decision unit 18.

The time-based slip-angle change rate comparator 17 is comprised of alower limit value setting means for setting the lower limit permissiblevalue for the time-based slip-angle change rate dβ/dt in dependence onthe motor vehicle concerned, and a division arithmetic inhibiting meansfor disabling the division arithmetic executed by the torque/slip-anglechange rate arithmetic unit 10 when the value of the time-basedslip-angle change rate dβ/dt becomes smaller than the lower limitpermissible value.

On the other hand, the time-based torque change rate comparison/decisionunit 18 is comprised of a predetermined change rate setting means forsetting a predetermined change rate for the time-based torque changerate dTa/dt in dependence on the motor vehicle concerned and acomparison means for comparing the time-based torque change rate dTa/dtwith a predetermined change rate. Incidentally, the function of thetime-based torque change rate comparison/decision unit 18 may beincarnated as a function of the motor vehicle behavior stabilitydecision unit 5A as is the case with the embodiments describedpreviously.

In operation, when it is decided by the time-based slip-angle changerate comparator 17 that the value of the time-based slip-angle changerate dβ/dt becomes smaller than the lower limit permissible value,operation of the time-based torque change rate comparison/decision unit18 is validated in place of the torque/slip-angle change rate arithmeticunit 10 and the motor vehicle behavior stability decision unit 5A. Inthat case, the time-based torque change rate comparison/decision unit 18makes decision that the behavior of the motor vehicle is unstable solong as the time-based torque change rate dTa/dt reaches or exceeds thepredetermined change rate value.

In general, when the absolute value of the time-based slip-angle changerate dβ/dt of the motor vehicle which is arithmetically determined onthe basis of the transverse acceleration Gy, the yaw rate γ and thevehicle speed v is smaller than the lower limit permissible value andwhen the absolute value of the time-based torque change rate dTa/dt issmaller than the predetermined change rate value, it can be determinedthat the behavior of the motor vehicle is in the stable state.

By contrast, if the absolute value of the time-based torque change ratedTa/dt is equal to or exceeds the predetermined change rate value, thebehavior of the motor vehicle can then be identified as being in theunstable state, even if the absolute value of the time-based slip-anglechange rate dβ/dt is smaller than the lower limit permissible valueinclusive.

Furthermore, even if the time-based slip-angle change rate dβ/dt isequal to or greater than the lower limit permissible value inclusive,the behavior of the motor vehicle can be regarded as being in the stablestate so far as the torque/slip-angle change rate dTa/dβ remains withinthe predetermined range. However, if the torque/slip-angle change ratedTa/dβ lies outside of the predetermined range, it is then detected thatthe behavior of the motor vehicle is in the unstable state.

More specifically, in conjunction with the torque (oracceleration)/angle (actual side slip angle β) characteristic, it issafe to say that although the torque and the angle bear the proportionalrelation to each other in the region where the angle is comparativelysmall, the torque becomes small as the angle increases. By takingadvantage of this feature (torque/slip angle), it is possible toarithmetically determine the normal value on the basis of thestraight-line slope and the angle in the region where the value of theangle is small to thereby identify the unstable state of the behavior ofthe motor vehicle when the deviation of the actual measured value fromthe normal value increases (i.e., when the slope of the torque for theangle differs remarkably from the slope of the approximate straightline.

Referring to FIG. 16, the transverse acceleration measuring unit 13 isso designed as to detect the transverse acceleration Gy of the motorvehicle to be stored in a memory. Further, the yaw rate measuring unit14 is so designed as to detect the acceleration γ in the yaw directionwhich is also stored in the memory. Similarly, the vehicle speedmeasuring unit 15 is designed to detect the actual vehicle speed v forstorage in the memory.

The time-based slip-angle change rate arithmetic unit 8A is so designedas to arithmetically determine the time-based slip-angle change ratedβ/dt on the basis of the transverse acceleration Gy, the yaw rate γ andthe vehicle speed v in accordance with the expression (5) mentionedhereinbefore.

Further, the time-based torque change rate measuring unit 9 is designedto measure the time-based torque change rate dTa/dt.

The time-based slip-angle change rate comparator 17 compares thetime-based slip-angle change rate dβ/dt with the lower limit permissiblevalue to output the result of the comparison to the time-based torquechange rate comparison/decision unit 18 when the value of the time-basedslip-angle change rate dβ/dt is smaller than the lower limit permissiblevalue or alternatively to the torque/slip-angle change rate arithmeticunit 10 when the value of the time-based slip-angle change rate dβ/dt isgreater than the lower limit permissible value inclusive.

The torque/slip-angle change rate arithmetic unit 10 is so designed asto divide the time-based torque change rate dTa/dt by the time-basedslip-angle change rate dβ/dt to thereby arithmetically determine thetorque/slip-angle change rate dTa/dβ in accordance with the expression(3) mentioned hereinbefore.

On the other hand, the time-based torque change rate comparison/decisionunit 18 compares the time-based torque change rate dTa/dt with thepredetermined change rate to thereby decide that the behavior of themotor vehicle is unstable when the torque/slip-angle change rate dTa/dβis greater than the predetermined change rate inclusive.

The motor vehicle behavior stability decision unit 5A compares thetorque/slip-angle change rate dTa/dβ with the predetermined range, tothereby decide that the behavior of the motor vehicle is in the unstablestate when the torque/slip-angle change rate dTa/dβ lies outside of thepredetermined range (refer to the expression (2)).

Next, referring to a flow chart shown in FIG. 17, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the eighth embodiment of the invention shown in FIG.16. In FIG. 17, the steps S62, S63, S64, S34, S16 and S17 represent theprocessings similar to those described hereinbefore by reference to FIG.13.

At first, the transverse acceleration Gy, the yaw rate γ and the vehiclespeed v are measured to be respectively stored in the memory in a stepS80, which is then followed by a step S81 where the time-basedslip-angle change rate dβ/dt is arithmetically determined on the basisof the transverse acceleration Gy, the yaw rate γ and the vehicle speedv.

Further, the time-based torque change rate dTa/dt is also measured to bestored in the memory in a step S62.

Subsequently, decision is made whether or not the absolute value of thetime-based slip-angle change rate dβ/dt is smaller than the lower limitpermissible value in a step S63. When the step S63 results in|dβ/dt|<lower limit permissible value (i.e., “YES”), the processingproceeds to a step S64. By contrast, when it is determined that|dβ/dt|≧lower limit permissible value (i.e., when the step S63 resultsin “NO”), the processing proceeds to a step S65.

When the decision step S64 results in that |dTa/dt|≧predetermined changerate, i.e., “YES”, it is then determined by the time-based torque changerate comparison/decision unit 18 that the behavior of the motor vehicleis in the unstable state (step S16), while it is determined that thebehavior of the motor vehicle is in the stable state (step S17) when thestep S64 results in that |dTa/dt|<predetermined change rate, i.e., “NO”.

On the other hand, the torque/slip-angle change rate arithmetic unit 10arithmetically determines the torque/slip-angle change rate dTa/dβ(=(dTa/dt)/(dβ/dt)) in the step S65. Subsequently, the motor vehiclebehavior stability decision unit 5A compares the torque/slip-anglechange rate dTa/dβ with the predetermined range (step S34) to determinethat the behavior of the motor vehicle is unstable (step S16) when thetorque/slip-angle change rate dTa/dβ is outside of the predeterminedrange (i.e., when the step S34 results in “YES”) while determining thatthe behavior of the motor vehicle is stable (step S17) when thetorque/slip-angle change rate dTa/dβ lies within the predetermined rangementioned above (i.e., when the step S34 results in “NO”).

As can be seen from the above, even in the situation where the gripforce of tire is small, it is possible to detect the unstable state ofthe behavior of the motor vehicle with high effectiveness on the basisof only the time-based torque change rate dTa/dt conforming to theactual alignment torque Ta when the time-based slip-angle change ratedβ/dt is small.

As described previously by reference to FIG. 3, the alignment torque towhich the motor vehicle running on the slippery road surface issubjected to decreases at a relatively small side slip angle. However,in the region where the side slip angle becomes further small, thelinearity of the actual alignment torque Ta which conforms to the slopeof the normal alignment torque To is sustained. Thus, the stability ofthe behavior of the motor vehicle can be decided on the basis of thetorque/slip-angle change rate dTa/tβ by using the predetermined range(reference for comparison) similarly to the case where the motor vehicleis running on a dry-asphalt (not slippery) road surface.

Furthermore, even in the case where it is impossible to measure thetime-based slip-angle change rate dβ/dt, this change rate dβ/dt canarithmetically be determined by measuring the transverse accelerationGy, the yaw rate γ and the vehicle speed v. Thus, essentially sameactions and effects as those described hereinbefore can be obtained.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic executed by the torque/slip-angle change rate arithmetic unit10 can be suppressed while detection of the unstable state of the motorvehicle can be ensured even if the time-based slip-angle change ratedβ/dt is small.

Embodiment 9

In the motor vehicle state detecting systems described above inconjunction with the first to eighth embodiments of the invention, theactual side slip angle β is used as the actual measured value of thefirst parameter. In the motor vehicle state detecting system accordingto a ninth embodiment of the present invention, an actual steering angleθ of the steering wheel manipulated by the driver is used.

FIG. 18 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to the ninthembodiment of the invention in which the actual steering angle θ is usedin place of the actual side slip angle β. In the figure, the contentssame as or equivalent to those described hereinbefore by reference toFIG. 1 are denoted by like reference symbols affixed with “B” or “′” insuccession to the symbols as the case may be.

In the motor vehicle state detecting system according to the instantembodiment of the invention, a steering angle measuring unit 20 isprovided for detecting the steering angle θ instead of the side slipangle measuring unit 1. Additionally, a vehicle speed measuring unit 15is provided in association with the normal alignment torque arithmeticunit 2B and the motor vehicle behavior stability decision unit 5B.

In general, the actual alignment torque applied to the motor vehiclebears an approximately proportional relation to the actual steeringangle θ so long as the motor vehicle is in the stable running state.However, when the running state of the motor vehicle approaches to thestability limit, magnitude of the actual alignment torque decreases forthe reason described hereinbefore, rendering it impossible to sustainthe above-mentioned proportional relation to the actual steering angleθ. Accordingly, by taking advantage of this feature, it is possible todetect the state of the motor vehicle on the basis of the steering angleθ.

Referring to FIG. 18, the steering angle measuring unit 20 is designedto measure the steering manipulation from a neutral point of thesteering wheel of the motor vehicle as the steering angle θ. Thesteering angle measuring unit 20 can be implemented by an optical sensoror the like mounted on the steering column.

Further, the alignment torque measuring unit 3 is designed to measurethe actual alignment torque Ta, while the vehicle speed measuring unit15 is designed to detect the vehicle speed v. The detected valuesoutputted from these units are also stored in the memory. On the otherhand, the normal alignment torque arithmetic unit 2B includes atorque/steering-angle setting means (not shown) for setting thetorque/steering-angle ratio (=gain Ka′) and is designed toarithmetically determine a normal alignment torque To′ (=Ka′·θ) setindependence on the steering angle θ and the vehicle speed v on thebasis of the gain Ka′ for the steering angle θ.

Further, provided is an alignment torque deviation arithmetic unit 4Bwhich is so designed or programmed as to arithmetically determine anabsolute value of deviation of the actual alignment torque Ta from thenormal alignment torque To′ (=Ka′·θ) (i.e., error or difference betweenthe normal alignment torque To′ and the actual alignment torque Ta).More specifically, the alignment torque deviation arithmetic unit 4Barithmetically determines a deviation ΔT′ of alignment torque(hereinafter also referred to as the alignment torque deviation ΔT′) inaccordance with ΔT′=|To′−Ta|).

The motor vehicle behavior stability decision unit 5B includes apredetermined deviation setting means which is designed for setting apredetermined deviation quantity α2 serving as a reference forcomparison in dependence on the species of the motor vehicle concernedand the speed v thereof, to thereby compare the alignment torquedeviation ΔT′ with the predetermined deviation quantity α2. When theabove-mentioned comparison shows that the alignment torque deviation ΔT′is greater than the predetermined deviation quantity α2 inclusive, i.e.,when the condition given by the undermentioned expression (6) issatisfied, it is then determined that the behavior of the motor vehicleis unstable.|Ka′·θ−Ta|≧α 2  (6)

Next, description will be directed to the operation performed by themotor vehicle state detecting system according to the instant embodimentof the invention by reference to a flowchart shown in FIG. 19 togetherwith FIG. 18. In FIG. 19, processing steps corresponding to thosedescribed hereinbefore by reference to FIG. 2 are denoted by likereference symbols affixed with “B”.

Referring to FIG. 19, the actual alignment torque Ta is firstly measuredby means of the alignment torque measuring unit 3, the value of theactual alignment torque as measured being then stored in a memoryincorporated in the alignment torque deviation arithmetic unit 4B (stepS11).

On the other hand, the steering angle θ is measured by the steeringangle measuring unit 20 while the vehicle speed v is measured by thevehicle speed measuring unit 15. The detected values of the steeringangle and the vehicle speed are then stored in the memory incorporatedin the normal alignment torque arithmetic unit 2B (step S12B). At thisjuncture, it should however be added that the vehicle speed v isadditionally stored in a memory incorporated in the motor vehiclebehavior stability decision unit 5B as well.

Subsequently, the normal alignment torque arithmetic unit 2B multipliesthe actual steering angle θ by the gain Ka′ of the alignment torque forthe steering angle to thereby arithmetically determine the normalalignment torque To′ (step S13B).

In succession, the alignment torque deviation arithmetic unit 4Bsubtracts the actual alignment torque Ta from the normal alignmenttorque To′ to thereby acquire the absolute value of the differenceresulting from the subtraction, i.e., the alignment torque deviation ΔT′(step S14B).

Finally, the alignment torque deviation ΔT′ and the predetermineddeviation quantity α1 preset in dependence on the motor vehicleconcerned and the vehicle speed v are compared with each other by meansof the motor vehicle behavior stability decision unit 5B, whereondecision is made whether the condition given by the expression (6),i.e., ΔT′≧α2, is satisfied or not in a step S15B.

When the decision step S15B results in that ΔT′≧α2 (i.e., “YES”), it isthen determined in a step S16 that the behavior of the motor vehicle isunstable or there exists a prognostic sign of the behavior of the motorvehicle becoming unstable. By contrast, when it is found in the stepS15B that ΔT′<α2 (i.e., when the step S15B results in “NO”), it is thendetermined that the behavior of the motor vehicle is stable (step S17),whereon the processing routine shown in FIG. 19 comes to an end.

As can be understood from the above, by detecting the unstable state ofthe motor vehicle behavior on the basis of the actual steering angle θ,the vehicle speed v and the actual alignment torque Ta, it is possibleto effectively detect the unstable state of the motor vehicle behavioreven in the state where the grip force of the tire has lowered, as isthe case with the embodiments described hereinbefore.

FIG. 20 is a characteristic diagram for graphically illustrating in whatmanner the actual alignment torque (Ta) changes as a function of thesteering angle (θ). This figure corresponds to FIG. 3 referred tohereinbefore.

In FIG. 20, the steering angle θ is taken along the abscissa while theactual alignment torque Ta is taken along the ordinate. Further, in thefigure, a single-dotted line curve represents the normal alignmenttorque To′, a solid line curve represents an actual alignment torque Ta1in the case where the motor vehicle is running on a road surface coveredwith dry asphalt (hereinafter also referred to as the dry asphalt roadsurface), and a broken line curve represents an actual alignment torqueTa2 when the motor vehicle is traveling on a slippery road surface.

As can be seen in FIG. 20, the characteristic curve (broken line curve)representing the actual alignment torque Ta2 on the slippery roadsurface begins to fall at the steering angle θ of a smaller value whencompared with the actual alignment torque Ta1 on the dry asphalt roadsurface represented by the solid line characteristic curve. However, ina range where the steering angle θ is much smaller than the valuementioned above, linearity of the actual alignment torque Ta2 on theslippery road surface which substantially conforms to the normalalignment torque To′ is sustained, as is with the case of the actualalignment torque Ta1.

For the reason mentioned above, in the range or region where the valueof the steering angle θ is small, there can be made use of the gain ofthe normal alignment torque To′ (the slope of the curve To′ in FIG. 20)for the actual steering angle θ as preset in dependence on the motorvehicle concerned.

In this manner, the unstable state of the motor vehicle behavior or theprognostic sign thereof in the slip/locked state of tires which couldnot be ascertained with the conventional apparatus can be detected bydetecting the actual alignment torque Ta, the vehicle speed v and thesteering angle θ actually taking place in the motor vehicle to therebyarithmetically determine the normal alignment torque To′ and comparingthe actual alignment torque Ta with the normal alignment torque To′.

Additionally, even in the case where the side slip angle β of the motorvehicle can not be measured, it is possible to detect the unstable stateof the motor vehicle behavior or the prognostic sign thereof by usingthe vehicle speed v and the steering angle θ.

Embodiment 10

In the case of the motor vehicle state detecting system according to theninth embodiment of the invention described above, the unstable state ofthe motor vehicle is decided on the basis of the alignment torquedeviation ΔT′ of the actual alignment torque Ta from the normalalignment torque To′. In the motor vehicle state detecting systemaccording to a tenth embodiment of the present invention, arrangement ismade such that ratio of the rate of change (hereinafter also referred tosimply as the change rate) of the actual alignment torque Ta for thesteering angle θ is arithmetically determined or alternatively measuredto thereby make decision that the motor vehicle is in the unstable statewhen the torque/steering-angle change rate departs from a predeterminedrange.

FIG. 21 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to the tenthembodiment of the invention which is so arranged as to make decisionconcerning the stability of the behavior of the motor vehicle on thebasis of comparison between the torque/steering-angle change rate andthe predetermined range. Incidentally, components or items same as orequivalent to those described hereinbefore by reference to FIGS. 4 and18 are denoted by like reference symbols affixed with “C” as the casemay be. Repeated description in detail of those components will beomitted.

Now, referring to FIG. 21, reference numeral 22 denotes atorque/steering-angle change rate measuring unit which is comprised ofthe steering angle measuring unit 20, the alignment torque measuringunit 3 and an arithmetic unit 23. The arithmetic unit 23 is so designedas to arithmetically determine (or alternatively measure) the changerate of the actual alignment torque Ta for the actual steering angle θin terms of the torque/steering-angle change rate dTa/dθ.

The torque/steering-angle change rate dTa/dθ arithmetically determinedby the arithmetic unit 23 incorporated in the torque/steering-anglechange rate measuring unit 22 is inputted to a motor vehicle behaviorstability decision unit 5C to be utilized in making decision as to thestability of the behavior of the motor vehicle.

Further, the vehicle speed v outputted from the vehicle speed measuringunit 15 is also inputted to the motor vehicle behavior stabilitydecision unit 5C to be utilized for setting a reference value(predetermined range) for comparative determination of the behavior ofthe motor vehicle.

The motor vehicle behavior stability decision unit 5C includes apredetermined range setting means (not shown) which is so designed as toset a predetermined range as the reference for comparison with thetorque/steering-angle change rate dTa/dθ in dependence on the type ofthe motor vehicle concerned and the vehicle speed v. When thetorque/steering-angle change rate dTa/dθ departs from the predeterminedrange, the motor vehicle behavior stability decision unit 5C decidesthat the behavior of the motor vehicle is unstable.

In general, the actual alignment torque Ta bears at least approximatelya proportional relation to the actual steering angle θ so long as themotor vehicle is in the stable running state. However, when the behaviorof the motor vehicle approaches to the stability limit, magnitude of theactual alignment torque Ta decreases to a level where the proportionalrelation to the steering angle θ can no more be maintained, as describedpreviously by reference to FIG. 20. By taking advantage of this featureof the vehicle behavior, it is possible to make decision as to theunstable state of the motor vehicle.

The arithmetic unit 23 incorporated in the torque/steering-angle changerate measuring unit 22 may be so designed as to determine thetorque/steering-angle change rate dTa/dθ by measuring the actualalignment torque Ta in correspondence to the steering angle θ actuallymeasured.

The motor vehicle behavior stability decision unit 5C compares thetorque/steering-angle change rate dTa/dθ with the predetermined range tothereby decide that the behavior of the motor vehicle is unstable whenthe torque/steering-angle change rate dTa/dθ lies outside of thepredetermined range. Mathematically, this decision can be made inaccordance with the following expression (7):dTa/dθ≧α 2 U′ or dTa/dθ≦α 2 L′  (7)

Next, referring to a flow chart shown in FIG. 22, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the tenth embodiment of the invention. Incidentally,in FIG. 22, processing steps corresponding to those describedhereinbefore by reference to FIG. 5 are denoted by like referencesymbols affixed with “C”.

At first, a measured value of the actual steering angle θ is stored in amemory by means of the arithmetic unit 23 incorporated in thetorque/steering-angle change rate measuring unit 22 in a step S12C,which is then followed by a step S24C where the actual alignment torqueTa corresponding to the actual steering angle θ is measured in terms ofthe torque/steering-angle change rate dTa/dθ which is then stored in thememory.

In succession, in a step S25C, the motor vehicle behavior stabilitydecision unit 5C fetches the torque/steering-angle change rate dTa/dθmeasured by the torque/steering-angle change rate measuring unit 22 tothereby make decision whether or not the torque/steering-angle changerate dTa/dθ departs from the predetermined range defined by the upperlimit value α2U′ and the lower limit value α2L′, respectively.

When it is determined in the step S25C that the torque/steering-anglechange rate dTa/dθ departs from the predetermined range (i.e., when thedecision step S25C results in “YES”), it is then determined in a stepS16 that the behavior of the motor vehicle is unstable or that aprognostic sign indicating that the behavior of the motor vehicle willbecome unstable is observed. By contrast, when it is found in the stepS25C that the torque/steering-angle change rate dTa/de lies within thepredetermined range (i.e., when the step S25C results in “NO”), it isthen determined that the behavior of the motor vehicle is stable (stepS17), whereupon the processing routine shown in FIG. 22 comes to an end.

As can be seen from the above, by detecting the unstable state of thebehavior of the motor vehicle on the basis of the actual steering angleθ and the actual alignment torque Ta really taking place in the motorvehicle concerned, it is possible to detect the unstable state of thebehavior of the motor vehicle with high effectiveness even in thesituation where the grip force of tire is small.

As described previously by reference to FIG. 20, the actual alignmenttorque Ta to which the motor vehicle running on the slippery roadsurface is subjected to becomes small when the steering angle θ isrelatively small. However, in the region where the actual steering angleθ becomes further small, the linearity of the actual alignment torque Tawhich conforms to the slope of the normal alignment torque To issustained. Thus, the range of the torque/steering-angle change rate(gain) can be used for making decision concerning the stability of thebehavior of the motor vehicle similarly to the case where the motorvehicle is running on a dry-asphalt (not slippery) road surface.

Embodiment 11

In the case of the motor vehicle state detecting system according to thetenth embodiment of the invention, the torque/steering-angle change ratemeasuring unit 22 is employed for making available thetorque/steering-angle change rate dTa/dθ. By contrast, in the case ofthe motor vehicle state detecting system according to an eleventhembodiment of the present invention, time-based change rates of theactual steering angle θ and the actual alignment torque Ta,respectively, are measured and subjected to division processing forthereby determining the torque/steering-angle change rate dTa/dθ.

FIG. 23 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to theeleventh embodiment of the invention in which the torque/steering-anglechange rate dTa/dθ is determined on the basis of the time-based changerates of the actual steering angle θ and the actual alignment torque Ta,respectively.

Referring to FIG. 23, the arithmetic means for determining the parameterfor the stability decision is comprised of a time-based steering-anglechange rate measuring unit 24 for determining the time-based change rateof the actual steering angle θ in the form of the time-basedsteering-angle change rate dθ/dt, a time-based torque change ratemeasuring unit 9 for determining the time-based change rate of theactual alignment torque Ta in the form of dTa/dt, i.e., the time-basedtorque change rate, and a torque/steering-angle change rate arithmeticunit 25 for arithmetically determining the torque/steering-angle changerate dTa/dθ by dividing the time-based torque change rate dTa/dt by thetime-based steering-angle change rate dθ/dt.

Further, the vehicle speed v actually measured is inputted to the motorvehicle behavior stability decision unit 5C, as is the case with theembodiments described hereinbefore.

Now, referring to FIG. 23, operation of the motor vehicle statedetecting system according to the instant embodiment of the inventionwill be described.

As mentioned previously, the motor vehicle behavior stability decisionunit 5C determines the state of the motor vehicle by taking advantage ofthe feature that the proportional relation of the actual alignmenttorque Ta to the actual steering angle θ can no more be sustained orheld when the actual alignment torque Ta approaches to the stabilitylimit of the motor vehicle.

The time-based steering-angle change rate measuring unit 24 may be sodesigned as to measure the time-based steering angle change rate dθ/dtof the steering angle θ (steering angular velocity) of the motorvehicle.

The time-based steering-angle change rate measuring unit 24 may beconstituted by an optical sensor or the like mounted on the steeringcolumn.

Further, the time-based torque change rate measuring unit 9 is sodesigned as to measure the actual alignment torque Ta at a predeterminedtime interval to thereby make available the time-based torque changerate Ta/dt.

The torque/steering-angle change rate arithmetic unit 25 is so designedas to divide the time-based torque change rate dTa/dt by the time-basedsteering angle change rate dθ/dt to thereby arithmetically determine theratio of the change rate of the actual alignment torque Ta to that ofthe actual steering angle θ, i.e., the torque/steering-angle change ratedTa/dθ, in accordance with the undermentioned expression (8):(dTa/dt)/(dθ/dt)=dTa/dθ  (8)

The motor vehicle behavior stability decision unit 5C is so designed asto decide that the behavior of the motor vehicle is in the unstablestate or the prognostic state thereof when the torque/steering-anglechange rate dTa/dθ is outside of the predetermined range (see theexpression (7) described previously) and output an unstable statedetection signal.

Next, referring to a flow chart shown in FIG. 24, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the eleventh embodiment of the invention (see FIG.23). Incidentally, in FIG. 24, processing steps which correspond tothose described hereinbefore by reference to FIG. 7 are denoted by likereference symbols affixed with “D”.

At first, the vehicle speed v is measured by the vehicle speed measuringunit 15 to be stored in a memory in a step S90, which is then followedby a step S31D where the time-based steering-angle change rate dθ/dt ismeasured, which is also stored in the memory. Additionally, thetime-based torque change rate dTa/dt is measured to be stored in thememory in a step S32.

In succession, in a step S33D, the time-based torque change rate dTa/dtis divided by the time-based steering angle change rate dθ/dt to therebyarithmetically determine the change rate (rate of change) of the actualalignment torque Ta relative to that of the actual steering angle θ(i.e., torque/steering-angle change rate dTa/dθ).

Subsequently, the motor vehicle behavior stability decision unit 5Cmakes decision that the behavior of the motor vehicle is unstable (stepS16) when the torque/steering-angle change rate dTa/dθ is outside of thepredetermined range (delimited by the upper limit value α2U′ and thelower limit value α2L′, respectively) in a step S34D, while decidingthat the behavior of the motor vehicle is stable (step S17) when thetorque/steering-angle change rate dTa/dθ falls within the predeterminedrange mentioned above in the step S34D.

In this manner, by making use of the torque/steering-angle change ratedTa/dθ, there can be obtained advantageous action and effect similar tothose of the embodiments described hereinbefore.

More specifically, even in the case where it is impossible to measurestraightforwardly or directly (or determine arithmetically) thetorque/steering-angle change rate dTa/dθ, this change rate canarithmetically be derived from the time-based change rates of the actualalignment torque Ta and the actual steering angle θ, respectively.Further, advantageous actions and effects similar to those describedhereinbefore can be obtained.

Embodiment 12

In the case of the motor vehicle state detecting system according to theeleventh embodiment of the invention, the time-based change rates of theactual steering angle θ and the actual alignment torque Ta,respectively, are used for arithmetically determining thetorque/steering-angle change rate dTa/dθ. In the motor vehicle statedetecting system according to a twelfth embodiment of the presentinvention, change rates of the actual steering angle θ and the actualalignment torque Ta, respectively, for the travel distance of the motorvehicle are used.

FIG. 25 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to thetwelfth embodiment of the invention in which the change rates of thesteering angle θ and the actual alignment torque Ta, respectively, forthe travel distance of the motor vehicle are used.

In FIG. 25, the distance-based torque change rate measuring unit 12 andthe motor vehicle behavior stability decision unit 5C are similar tothose described hereinbefore in conjunction with FIGS. 8 and 23,respectively. A torque/steering-angle change rate arithmetic unit 25Acorresponds to the torque/steering-angle change rate arithmetic unit 25also described previously.

In the system now under consideration, the arithmetic means fordetermining the parameter for the stability decision is comprised of adistance-based steering-angle change rate measuring unit 26 fordetermining the change rate of the actual steering angle θ for thetravel distance L of the motor vehicle in the form of the distance-basedsteering-angle change rate dθ/dL, a distance-based torque change ratemeasuring unit 12 for determining the change rate of the actualalignment torque Ta for the travel distance L in the form of thedistance-based torque change rate dTa/dL, and a torque/steering-anglechange rate arithmetic unit 25A for arithmetically determining thetorque/steering-angle change rate dTa/dθ by dividing the distance-basedtorque change rate dTa/dL by the distance-based steering-angle changerate dθ/dL.

The distance-based steering-angle change rate measuring unit 26 includesa travel distance measuring unit (or arithmetic unit) for determiningthe distance L the motor vehicle has traveled or moved (traveldistance). The distance-based steering-angle change rate measuring unit26 may be constituted by an optical sensor or the like mounted on thesteering column for the measurement of the steering angle.

Now, referring to FIG. 25, operation of the motor vehicle statedetecting system according to the twelfth embodiment of the inventionwill be described.

The distance-based steering-angle change rate measuring unit 26 may be,for example, designed to arithmetically determine the distance-basedsteering-angle change rate dθ/dL by measuring e.g. the ground speed inboth the longitudinal and transverse directions periodically everypredetermined travel distance. Further, the distance-based torque changerate measuring unit 12 may be so designed as to arithmetically determinethe distance-based torque change rate dTa/dL by measuring the actualalignment torque Ta every predetermined travel distance.

The torque/steering-angle change rate arithmetic unit 25A is designed todivide the distance-based torque change rate dTa/dL by thedistance-based steering-angle change rate dθ/dL to therebyarithmetically determine the torque/steering-angle change rate dTa/dθ inaccordance with the undermentioned expression (9):(dTa/dL)/(dθ/dL)=dTa/dθ  (9)

The motor vehicle behavior stability decision unit 5C is designed tocheck whether or not the torque/steering-angle change rate dTa/dθ fallswithin a predetermined range to thereby decide that the behavior of themotor vehicle is in the unstable state when the torque/steering-anglechange rate dTa/dθ is outside of the predetermined range.

Next, referring to a flow chart shown in FIG. 26, description will bedirected to the operation performed by the motor vehicle state detectingsystem according to the twelfth embodiment of the invention shown inFIG. 25. In FIG. 26, the steps S90 and S34D represent the processingssimilar to those described hereinbefore by reference to FIG, 24 andsteps S41E, S42 and S43E correspond, respectively, to the steps S41, S42and S43 shown in FIG. 9.

At first, the vehicle speed v, the distance-based steering-angle changerated dθ/dL and the distance-based torque change rate dTa/dL aremeasured to be stored in a memory in steps S90, S41E and S42,respectively.

In succession, in a step S43E, the distance-based torque change ratedTa/dL is divided by the distance-based steering-angle change rate dθ/dLto thereby derive the torque/steering-angle change rate dTa/dθ.

Subsequently, the motor vehicle behavior stability decision unit 5Ccompares the torque/steering-angle change rate dTa/dθ with thepredetermined range (delimited by the upper limit value α2U′ and thelower limit value α2L′, respectively) (step S34D) to thereby makedecision whether the behavior of the motor vehicle is unstable (stepS16) or stable (step S17).

In the motor vehicle state detecting system according to the instantembodiment of the invention, advantageous actions and effects comparableto those mentioned previously can be obtained. Furthermore, even in thecase where it is impossible to measure directly or straightforwardly (ordetermine arithmetically) the torque/steering-angle change rate dTa/dθ,this rate can arithmetically be determined by the division arithmeticand compared with the predetermined range conforming to the vehiclespeed v to thereby decide the stability or instability of the behaviorof the motor vehicle.

Embodiment 13

In the case of the motor vehicle state detecting system according to theeleventh embodiment of the invention, no consideration is paid to theprocessing procedure which is to be executed when the time-basedsteering-angle change rate dθ/dt is smaller than the lower limitpermissible value. In the motor vehicle state detecting system accordingto a thirteenth embodiment of the present invention, such arrangement isadopted that the division arithmetic processing executed by thetorque/steering-angle change rate arithmetic unit 25 (see FIG. 23) isinhibited when the time-based steering-angle change rate dθ/dt becomessmaller than the lower limit permissible value, to thereby preventoccurrence of overflow.

FIG. 27 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the thirteenthembodiment of the present invention in which the division arithmeticexecuted by the torque/steering-angle change rate arithmetic unit 25 isinhibited when the time-based steering-angle change rate dθ/dt is small.

In FIG. 27, components similar to those described previously inconjunction with FIGS. 12 and 23 are denoted by like reference symbols.

Referring to FIG. 27, a time-based steering-angle change rate comparator27 is inserted between the time-based steering-angle change ratemeasuring unit 24 and the torque/steering-angle change rate arithmeticunit 25 with the time-based torque change rate comparison/decision unit18 being connected to the output of the time-based steering-angle changerate comparator 27.

The time-based steering-angle change rate comparator 27 is so designedthat it ordinarily supplies the time-based steering-angle change ratedθ/dt to the torque/steering-angle change rate arithmetic unit 25 tothereby validate the arithmetic operation (division processing) of thetorque/steering-angle change rate arithmetic unit 25.

On the other hand, in the case where the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value, thetime-based steering-angle change rate comparator 27 inhibits thedivision processing executed by the torque/steering-angle change ratearithmetic unit 25 by invalidating or disabling thetorque/steering-angle change rate arithmetic unit 25 while outputtingthe result of comparison (i.e., dθ/dt<lower limit permissible value) tothe time-based torque change rate comparison/decision unit 18 to therebyenable the operation of the time-based torque change ratecomparison/decision unit 18.

The time-based steering-angle change rate comparator 27 is comprised ofa lower limit value setting means and a division arithmetic inhibitingmeans. The lower limit value setting means incorporated in thetime-based steering-angle change rate comparator 27 is designed to setthe lower limit permissible value for the time-based steering-anglechange rate dθ/dt in dependence on the motor vehicle concerned and thevehicle speed v.

The division arithmetic inhibiting means incorporated in the time-basedsteering-angle change rate comparator 27 is designed to disable thedivision processing executed by the torque/steering-angle change ratearithmetic unit 25 when the value of the time-based steering-anglechange rate dθ/dt becomes smaller than the above-mentioned lower limitpermissible value.

The time-based torque change rate comparison/decision unit 18 iscomprised of a predetermined change rate setting means for setting apredetermined change rate for the time-based torque change rate dTa/dtin dependence on the motor vehicle concerned and a comparison means forcomparing the time-based torque change rate dTa/dt with thepredetermined change rate mentioned above. Incidentally, the function ofthe time-based torque change rate comparison/decision unit 18 may beincarnated as a functional part of the motor vehicle behavior stabilitydecision unit 5C.

In operation, when it is decided by the time-based steering-angle changerate comparator 27 that the value of the time-based steering-anglechange rate dθ/dt becomes smaller than the lower limit permissiblevalue, operation of the time-based torque change ratecomparison/decision unit 18 is validated in place of thetorque/steering-angle change rate arithmetic unit 25 and the motorvehicle behavior stability decision unit 5C. In that case, thetime-based torque change rate comparison/decision unit 18 makes decisionthat the behavior of the motor vehicle is unstable in the case where thetime-based torque change rate dTa/dt reaches or exceeds thepredetermined change rate value.

In general, when the absolute value of the time-based steering-anglechange rate dθ/dt of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the time-based torquechange rate dTa/dt is smaller than the predetermined change rate value,then it can be determined that the motor vehicle is scarcely moving inthe lateral or transverse direction and thus the motor vehicle is in thestable state.

By contrast, if the absolute value of the time-based torque change ratedTa/dt reaches or exceeds the predetermined change rate value, thebehavior of the motor vehicle is then identified as being in theunstable state, even if the absolute value of the time-basedsteering-angle change rate dθ/dt is smaller than the lower limitpermissible value inclusive.

Furthermore, even if the time-based steering-angle change rate dθ/dt isgreater than the lower limit permissible value inclusive, the motorvehicle can be regarded as being in the stable state so far as thetorque/steering-angle change rate dTa/dθ lies within the predeterminedrange. However, in the case where the torque/steering-angle change ratedTa/dθ lies outside of the predetermined range, it is then determinedthat the motor vehicle is in the unstable state.

Next, description will turn to operation of the motor vehicle statedetecting system according to the thirteenth embodiment of the inventionshown in FIG. 27.

At first, the time-based steering-angle change rate measuring unit 24measures the time-based steering-angle change rate dθ/dt while thetime-based torque change rate measuring unit 9 measures the time-basedtorque change rate dTa/dt.

The time-based steering-angle change rate comparator 27 compares thetime-based steering change rate dθ/dt with the lower limit permissiblevalue to supply the time-based steering-angle change rate dθ/dt to thetorque/steering-angle change rate arithmetic unit 25 when the value ofthe time-based steering-angle change rate dθ/dt is greater than thelower limit permissible value inclusive. In response thereto, thetorque/steering-angle change rate arithmetic unit 25 performs theordinary division arithmetic in accordance with the expression (8)mentioned hereinbefore.

Subsequently, the motor vehicle behavior stability decision unit 5Ccompares the torque/steering-angle change rate dTa/dθ with thepredetermined range mentioned above to decide that the behavior of themotor vehicle is in the unstable state when the torque/steering-anglechange rate dTa/dθ lies outside of the predetermined range (see theexpression (7)).

On the other hand, when the value of the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value, thetime-based steering-angle change rate comparator 27 inhibits thetime-based steering-angle change rate dθ/dt from being supplied to thetorque/steering-angle change rate arithmetic unit 25 (and hence thedivision arithmetic represented by the expression (8)). Further, theresult of the comparison is supplied to the time-based torque changerate comparison/decision unit 18.

In this manner, the time-based torque change rate comparison/decisionunit 18 is put into operation in place of the motor vehicle behaviorstability decision unit 5C. Thus, the state of the motor vehicle isdetected on the basis of the result of the comparison processingexecuted by the time-based torque change rate comparison/decision unit18.

More specifically, the time-based torque change rate comparison/decisionunit 18 compares the time-based torque change rate dTa/dt with thepredetermined change rate to thereby decide that the behavior of themotor vehicle is unstable when the time-based torque change rate dTa/dtis greater than the above-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 28, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the thirteenth embodiment of the invention shown inFIG. 27. In FIG. 28, the step S90 represents the processing similar tothat described herein before by reference to FIG. 24. Further, stepsS61F to S65F and S34F correspond, respectively to the steps S61 to S65and S34 shown in FIG. 13.

At first, the vehicle speed v is measured to be stored in a memory (stepS90) while the time-based steering-angle change rate dθ/dt is measuredwith the absolute value thereof being stored in the memory (step S61F).Further, the time-based torque change rate dTa/dt is measured and theabsolute value thereof is stored in the memory (step S62).

Subsequently, decision is made whether or not the absolute value of thetime-based steering-angle change rate dθ/dt is smaller than the lowerlimit permissible value in a step S63F. When it is determined that|dθ/dt|<lower limit permissible value (i.e., when the step S63F resultsin “YES”), then the time-based torque change rate comparison/decisionunit 18 is validated, whereon decision is made whether or not theabsolute value of the time-based torque change rate dTa/dt is greaterthan the above-mentioned predetermined change rate inclusive in a stepS64.

When the decision step S64 results in that |dTa/dt|≧predetermined changerate, i.e., “YES”, it is then determined that the behavior of the motorvehicle is in the unstable state (step S16), while it is decided thatthe motor vehicle is in the stable state (step S17) when|dTa/dt|<predetermined change rate, i.e., when the step S64 results in“NO”, whereon the processing routine shown in FIG. 28 is terminated.

On the other hand, when the decision steps S63 results in that|dθ/dt|≧lower limit permissible value, i.e., “NO”, then thetorque/steering-angle change rate arithmetic unit 25 is put intooperation to arithmetically determine the torque/steering-angle changerate dTa/dθ (step S65F). In succession, it is checked by the motorvehicle behavior stability decision unit 5C in a step S34F whether ornot the torque/steering-angle change rate dTa/dθ lies outside of thepredetermined range.

Finally, in dependence on whether or not the torque/steering-anglechange rate dTa/dθ lies outside of the predetermined range (i.e.,whether the torque/steering-angle change rate dTa/dθ is greater than theupper limit value α2U′ inclusive or smaller than the lower limit valueα2L′ inclusive), the unstable state or the stable state of the behaviorof the motor vehicle is decided (step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the instant embodiment, the division arithmeticperformed by the torque/steering-angle change rate arithmetic unit 25 isinhibited or disabled when the value of the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value, andthe state of the motor vehicle is determined on the basis of only thetime-based torque change rate dTa/dt.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic executed by the torque/steering-angle change rate arithmeticunit 25 can be suppressed while detection of the unstable state of themotor vehicle or the prognostic state thereof can be ensured even in thecase where the time-based steering-angle change rate dθ/dt is small.

Embodiment 14

In the motor vehicle state detecting system according to the twelfthembodiment of the invention, no consideration has been paid to theprocessing which is executed when the distance-based steering-anglechange rate dθ/dL is smaller than the lower limit permissible value. Inthe motor vehicle state detecting system according to a fourteenthembodiment of the present invention, such arrangement is adopted thatthe division arithmetic processing executed by the torque/steering-anglechange rate arithmetic unit 25A (see FIG. 25) is inhibited when thedistance-based steering-angle change rate dθ/dL becomes smaller than thelower limit permissible value, to thereby prevent occurrence ofoverflow.

FIG. 29 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the fourteenthembodiment of the present invention in which the division arithmeticexecuted by the torque/steering-angle change rate arithmetic unit 25A isinhibited when the distance-based steering-angle change rate dθ/dL issmall.

In FIG. 29, components similar to those described previously inconjunction with FIGS. 14 and 25 are denoted by like reference symbols.

Referring to the figure, a distance-based steering-angle change ratecomparator 29 is inserted between the distance-based steering-anglechange rate measuring unit 26 and the torque/steering-angle change ratearithmetic unit 25A with the distance-based torque change ratecomparison/decision unit 21 being connected to the output of thedistance-based steering-angle change rate comparator 29.

The distance-based steering-angle change rate comparator 29 is sodesigned that it ordinarily supplies the distance-based steering-anglechange rate dθ/dL to the torque/steering-angle change rate arithmeticunit 25A to validate the arithmetic operation (division processing) ofthe torque/steering-angle change rate arithmetic unit 25A.

On the other hand, when the distance-based steering-angle change ratedθ/dL is smaller than the lower limit permissible value, thedistance-based steering-angle change rate comparator 29 inhibits thedivision processing executed by the torque/steering-angle change ratearithmetic unit 25A by invalidating or disabling thetorque/steering-angle change rate arithmetic unit 25A while outputtingthe result of the comparison (i.e., dθ/dL<lower limit permissible value)to the distance-based torque change rate comparison/decision unit 21 tothereby enable the operation of the distance-based torque change ratecomparison/decision unit 21.

The distance-based steering-angle change rate comparator 29 is comprisedof a lower limit value setting means for setting the lower limitpermissible value for the distance-based steering-angle change ratedθ/dL in dependence on the motor vehicle concerned and the vehicle speedv and a division arithmetic inhibiting means for inhibiting the divisionarithmetic operation executed by the torque/steering-angle change ratearithmetic unit 25A when the value of the distance-based steering-anglechange rate dθ/dL becomes smaller than the lower limit permissiblevalue.

On the other hand, the distance-based torque change ratecomparison/decision unit 21 is comprised of a predetermined change ratesetting means for setting a predetermined change rate for thedistance-based torque change rate dTa/dL in dependence on the motorvehicle concerned and a comparison means for comparing thedistance-based torque change rate dTa/dL with a predetermined changerate. Incidentally, the distance-based torque change ratecomparison/decision unit 21 may be realized as a part of the motorvehicle behavior stability decision unit 5C.

In operation, when it is decided by the distance-based steering-anglechange rate comparator 29 that the value of the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value, operation of the distance-based torque change ratecomparison/decision unit 21 is validated in place of thetorque/steering-angle change rate arithmetic unit 25A and the motorvehicle behavior stability decision unit 5C. In that case, thedistance-based torque change rate comparison/decision unit 21 makesdecision that the behavior of the motor vehicle is unstable when thedistance-based torque change rate dTa/dL is greater than thepredetermined change rate value inclusive.

In general, when the absolute value of the distance-based steering-anglechange rate dθ/dL of the motor vehicle is smaller than the lower limitpermissible value and when that of the distance-based torque change ratedTa/dL is smaller than the predetermined change rate value, then it canbe determined that the motor vehicle is scarcely moving in the lateralor transverse direction and thus the motor vehicle is in the stablestate.

On the other hand, if the absolute value of the distance-based torquechange rate dTa/dL reaches or exceeds the predetermined change ratevalue, it is then determined that the behavior of the motor vehicle isin the unstable state, even if the absolute value of the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value inclusive.

Furthermore, even if the distance-based steering-angle change rate dθ/dLis greater than the lower limit permissible value inclusive, the motorvehicle can be regarded as being in the stable state so far as thetorque/steering-angle change rate dTa/dθ lies within the predeterminedrange. However, if the torque/steering-angle change rate dTa/dθ liesoutside of the predetermined range, it is then determined that the motorvehicle is in the unstable state.

Referring to FIG. 29, the distance-based steering-angle change ratemeasuring unit 26 is designed to measure the distance-basedsteering-angle change rate dθ/dL while the distance-based torque changerate measuring unit 12 is designed to measure the distance-based torquechange rate dTa/dL.

The distance-based steering-angle change rate comparator 29 outputs theresult of the comparison to the torque/steering-angle change ratearithmetic unit 25A when the distance-based steering-angle change ratedθ/dL is greater than the lower limit permissible value inclusive whileoutputting the result of comparison to the distance-based torque changerate comparison/decision unit 21 when the distance-based steering-anglechange rate dθ/dL is smaller than the lower limit permissible value.

The torque/steering-angle change rate arithmetic unit 25A is designed todivide the distance-based torque change rate dTa/dL by thedistance-based steering-angle change rate dθ/dL to therebyarithmetically determine the torque/steering-angle change rate dTa/dθ inaccordance with the expression (9) mentioned previously.

Further, the distance-based torque change rate comparison/decision unit21 is designed to decide that the behavior of the motor vehicle is inthe instable state when the distance-based torque change rate dTa/dL isgreater than the predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 30, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the fourteenth embodiment of the invention shown inFIG. 29. In FIG. 30, a step S90 represents the processings similar tothose described hereinbefore and steps S71G to S75G and S34G correspond,respectively, to the steps S71 to S75 and S34 shown in FIG. 15.

At first, the vehicle speed v is measured and stored in a memory (stepS90), while the distance-based steering-angle change rate dθ/dL ismeasured and the absolute value thereof is stored in the memory (stepS71G). Further, the distance-based torque change rate dTa/dL is measuredand the absolute value thereof is stored in the memory (step S72G).

Subsequently, decision is made whether or not the absolute value of thedistance-based steering-angle change rate dθ/dL is smaller than thelower limit permissible value in a step S73G. When it is determined that|dθ/dL|<lower limit permissible value (i.e., when the step S73G is“YES”), then the distance-based torque change rate comparison/decisionunit 21 is validated, whereon decision is made whether or not theabsolute value of the distance-based torque change rate dTa/dL isgreater than the above-mentioned predetermined change rate inclusivethereof in a step S74G.

When the decision step S74G results in that |dTa/dL|≧predeterminedchange rate, i.e., “YES”, it is then determined that the behavior of themotor vehicle is in the unstable state (step S16), while it is decidedthat the motor vehicle is in the stable state (step S17) when|dTa/dL|<predetermined change rate, i.e., when the step S74G is “NO”,whereon the processing routine shown in FIG. 30 comes to an end.

On the other hand, when the decision steps S73G results in that|dθ/dL|≧lower limit permissible value, i.e., “NO”, then thetorque/steering-angle change rate arithmetic unit 25A is put intooperation to arithmetically determine the torque/steering-angle changerate dTa/dθ (step S75G). In succession, it is checked by the motorvehicle behavior stability decision unit 5C in a step S34G whether ornot the torque/steering-angle change rate dTa/dθ lies outside of thepredetermined range (refer to the expression (7) mentioned previously).

Finally, in dependence on whether or not the torque/steering-anglechange rate dTa/dθ lies outside of the predetermined range, the unstablestate or the stable state of the behavior of the motor vehicle isdecided (step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the instant embodiment, the division arithmeticperformed by the torque/steering-angle change rate arithmetic unit 25Ais inhibited when the value of the distance-based steering-angle changerate dθ/dL is smaller than the lower limit permissible value, and thestate of the motor vehicle is determined on the basis of only thedistance-based torque change rate dTa/dL.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic processing executed by the torque/steering-angle change ratearithmetic unit 25A can be suppressed while detection of the unstablestate of the motor vehicle can be ensured.

Embodiment 15

In the case of the motor vehicle state detecting system according to thefirst embodiment of the invention, the actual alignment torque Ta isused as the actual measured value of the second parameter. In the motorvehicle state detecting system according to a fifteenth embodiment ofthe present invention, actual transverse acceleration Gy which acts onthe motor vehicle is used.

FIG. 31 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to the fifteenthembodiment of the invention in which the actual transverse accelerationGy is used instead of the actual alignment torque Ta.

In the figure, the components same as or equivalent to those describedhereinbefore by reference to FIGS. 1 and 10 are denoted by likereference symbols and components corresponding to those describedpreviously are affixed with “D” in succession to the symbols.

In the motor vehicle state detecting system according to the instantembodiment of the invention, a transverse acceleration measuring unit 13is disposed for detecting the actual transverse acceleration Gy insteadof the alignment torque measuring unit 3 mentioned hereinbefore.

The transverse acceleration measuring unit 13 which constitutes a seconddetecting means is designed to detect the actual transverse accelerationGy which is applied to the motor vehicle from the road surface in thecourse of running of the motor vehicle as an actual measured value ofthe second parameter.

A normal transverse acceleration arithmetic unit 30 which constitutes anormal value arithmetic means includes an acceleration/slip-angle ratiosetting means (not shown) for setting an acceleration/slip-angle ratio(=gain Kg) and serves for arithmetically determining a normal transverseacceleration Go on the basis of the actual side slip angle β and thegain Kg.

The acceleration/slip-angle ratio setting means incorporated in thenormal transverse acceleration arithmetic unit 30 serves to set inadvance a ratio of the transverse acceleration Gy to the side slip angleβ of the motor vehicle as the acceleration/slip-angle ratio (gain Kg) independence on the type of the motor vehicle concerned.

Thus, the normal transverse acceleration arithmetic unit 30 is capableof arithmetically determining the normal transverse acceleration Go(=Kg·β) for the actual side slip angle β by multiplying the actual sideslip angle β by the gain Kg.

Further, a transverse acceleration deviation arithmetic unit 31 isprovided which is so designed as to arithmetically determine as a thirdparameter an absolute value of a deviation of the actual transverseacceleration Gy from the normal transverse acceleration Go (i.e., erroror difference between the normal transverse acceleration Go and theactual transverse acceleration Gy). More specifically, the transverseacceleration deviation arithmetic unit 31 determines the accelerationdeviation AG in accordance with ΔG=|Go−Gy|).

Further provided is a motor vehicle behavior stability decision unit 5Dwhich includes a reference value setting means and a comparison means.The reference value setting means incorporated in the motor vehiclebehavior stability decision unit 5D sets previously a predetermineddeviation quantity α3 serving as a reference value for comparison withthe acceleration deviation ΔG in dependence on the motor vehicleconcerned.

The comparison means incorporated in the motor vehicle behaviorstability decision unit 5D serves to compare the deviation ΔG ofacceleration with a predetermined deviation quantity α3 to therebydecide that the behavior of the motor vehicle is unstable when theacceleration deviation ΔG is greater than the predetermined deviationquantity α3 inclusive thereof. The result of this decision is outputtedas an unstable state detection signal.

In general, the transverse acceleration Gy acting on the motor vehiclebears approximately a proportional relation to the side slip angle β solong as the motor vehicle is in the stable running state, as illustratedin FIG. 33. However, when the running state of the motor vehicleapproaches to a stability limit, magnitude of the transverseacceleration Gy decreases for the reason described hereinbefore,rendering it impossible to sustain the above-mentioned proportionalrelation to the side slip angle β. Accordingly, by taking advantage ofthis feature, it is possible to detect the state of the motor vehicle onthe basis of the transverse acceleration Gy and the side slip angle β.

In FIG. 31, the side slip angle measuring unit 1 is designed to measurethe actual side slip angle β, while the transverse accelerationmeasuring unit 13 is designed to detect the transverse acceleration Gy.The detected values outputted from these units 1 and 13 are stored inthe memory. On the other hand, the normal transverse accelerationarithmetic unit 30 is designed to arithmetically determine a normaltransverse acceleration Go (=Kg·β) set in dependence on the side slipangle β on the basis of the gain Kg for the side slip angle β.

Further provided is a transverse acceleration deviation arithmetic unit31 which is so designed as to arithmetically determine an absolute valueof deviation of the actual transverse acceleration Gy from the normaltransverse acceleration Go (=Kg·β) (i.e., error or difference betweenthe normal transverse acceleration Go and the actual transverseacceleration Gy). The motor vehicle behavior stability decision unit 5Dis designed to set a predetermined deviation quantity α3 serving as areference for comparison and determine that the behavior of the motorvehicle is unstable when the actual transverse acceleration deviation ΔGis greater than the predetermined deviation quantity α3 inclusive, i.e.,when the condition given by the undermentioned expression (10) issatisfied.|Kg·β−Gy|≧α 3  (10)

Next, description will be made of the operation performed by the motorvehicle state detecting system according to the fifteenth embodiment ofthe invention by reference to a flow chart shown in FIG. 32 togetherwith FIG. 31. In FIG. 32, processing steps which are same as thosedescribed hereinbefore by reference to FIGS. 2 and 11 are denoted bylike reference symbols while the processing steps which correspond tothose shown in FIGS. 2 and 11 are denoted by like reference symbolsaffixed with “H”.

Referring to FIG. 32, the actual transverse acceleration Gy is firstlymeasured by the transverse acceleration measuring unit 13 and the valueof the actual transverse acceleration as measured is stored in a memoryincorporated in the transverse acceleration deviation arithmetic unit 31(step S51). On the other hand, the actual side slip angle β is measuredby the side slip angle measuring unit 1. The value of the actual sideslip angle as measured is then stored in a memory incorporated in thenormal transverse acceleration arithmetic unit 30 (step S12).

In succession, the normal transverse acceleration arithmetic unit 30multiplies the actual side slip angle β by the gain Kg of the transverseacceleration Gy for the side slip angle β to thereby arithmeticallydetermine the normal transverse acceleration Go (step S13H).

Subsequently, the actual transverse acceleration Gy is subtracted fromthe normal transverse acceleration Go by means of the transverseacceleration deviation arithmetic unit 31, whereon the absolute value ofthe difference between the actual transverse acceleration Gy and thenormal transverse acceleration Go is arithmetically derived as thetransverse acceleration deviation ΔG (step S14H).

Finally, the transverse acceleration deviation ΔG and the predetermineddeviation quantity α3 preset in dependence on the motor vehicleconcerned are compared with each other by means of the motor vehiclebehavior stability decision unit 5D, whereon decision is made whetherthe condition given by the expression (10), i.e., ΔG≧α3, is satisfied ornot (step S15H).

When it is decided in the step S15H that ΔG≧α3 (i.e., “YES”), it isdetermined in a step S16 that the behavior of the motor vehicle isunstable, whereas when it is found in the step S15H that ΔG<α3 (i.e.,“NO”), it is then determined that the behavior of the motor vehicle isstable (step S17), whereon the processing routine shown in FIG. 32 comesto an end.

As can be understood from the above, by detecting the unstable state ofthe motor vehicle behavior on the basis of the side slip angle β and theactual transverse acceleration Gy, it is possible to effectively detectthe unstable state of the motor vehicle behavior even in the situationin which the grip force of the tire has been reduced, as is the casewith the embodiments described hereinbefore.

FIG. 33 is a characteristic diagram for graphically illustrating in whatmanner the actual transverse acceleration (Gy) changes as a function ofthe side slip angle (β). This figure corresponds to FIGS. 3 and 20mentioned hereinbefore.

In FIG. 33, the side slip angle β is taken along the abscissa while theactual transverse acceleration Gy is taken along the ordinate. Further,a single-dotted line curve represents the normal transverse accelerationGo, a solid line curve represents an actual transverse acceleration Gy1when the motor vehicle is running on a dry asphalt road, and a brokenline curve represents an actual transverse acceleration Gy2 when themotor vehicle is traveling on a slippery road surface.

As can be seen in FIG. 33, the characteristic curve (see broken linecurve) representing the actual transverse acceleration Gy2 on theslippery road surface begins to fall at the actual side slip angle β ofa smaller value when compared with the actual transverse accelerationGy1 on the dry asphalt road surface represented by the solid linecharacteristic curve. However, in a range where the side slip angle β ismuch smaller than the value mentioned above, linearity of the actualtransverse acceleration Gy2 on the slippery road surface whichsubstantially conforms to the normal transverse acceleration Go issust______ned similarly to the normal transverse acceleration Go.

Thus, it is safe to say that in the range or region where the value ofthe side slip angle β is sufficiently small, there can be made use ofthe gain (the slope of the curve Go in FIG. 33) for the side slip angleβ of the normal transverse acceleration Go preset in dependence on themotor vehicle concerned.

More specifically, even though the transverse acceleration Gy and theside slip angle β bear at least approximately the proportional relationto each other in the range within which the side slip angle β is small,the transverse acceleration Gy becomes small as the side slip angle βincreases. Thus, by taking advantage of this feature, it is possible toarithmetically determine the normal value on the basis of thestraight-line slope (slope of Go) and the side slip angle β in the rangewhere the value of the side slip angle β is small to thereby identifythe unstable state of the motor vehicle behavior when the deviation ofthe measured value from the normal value increases (i.e., when the slopeof the transverse acceleration Gy for the side slip angle β differsremarkably from the slope of the approximate straight line).

In this manner, the unstable state of the motor vehicle behavior or theprognostic sign thereof in the slip/locked state of tires which couldnot be detected with the conventional apparatus can be determined bydetecting the actual transverse acceleration Gy and the side slip angleβ actually taking place to thereby arithmetically determine the normaltransverse acceleration Go and by comparing the actual transverseacceleration Gy with the normal transverse acceleration Go.

In this conjunction, it should be added that even in the case where itis impossible to measure the actual alignment torque Ta of the motorvehicle, the unstable state of the motor vehicle behavior or theprognostic sign thereof can be detected on the basis of the transverseacceleration Gy and the side slip angle β.

Embodiment 16

In the case of the motor vehicle state detecting system according to thefifteenth embodiment of the invention, the normal transverseacceleration Go is arithmetically determined by using theacceleration/slip-angle ratio (gain Kg) to make decision that the motorvehicle is in the unstable state when the deviation ΔG of the actualtransverse acceleration Gy from the normal transverse acceleration Go isgreater than the predetermined value α3 inclusive thereof. In the motorvehicle state detecting system according to a sixteenth embodiment ofthe present invention, such arrangement is adopted that a change ratedGy/dβ of the actual transverse acceleration Gy for the side slip angleβ is arithmetically determined (or alternatively measured) to therebydetermine that the motor vehicle is in the unstable state when theacceleration/slip-angle change rate dGy/dβ departs from a predeterminedrange.

FIG. 34 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to the sixteenthembodiment of the invention which is so arranged as to make decisionconcerning the stability of behavior of the motor vehicle on the basisof comparison between the acceleration/slip-angle change rate dGy/dβ andthe predetermined range. Incidentally, components same as or equivalentto those described hereinbefore are denoted by like reference symbolsaffixed with “E” as the case may be. Repeated description in detail ofthose components will be omitted.

Now, referring to FIG. 34, reference numeral 32 denotes anacceleration/slip-angle change rate measuring unit which is comprised ofthe side slip angle measuring unit 1, the transverse accelerationmeasuring unit 13 and an arithmetic unit 33. The arithmetic unit 33 isdesigned to arithmetically determine (or alternatively measure) the rateof change of the actual transverse acceleration Gy for the actual sideslip angle β in terms of the acceleration/slip-angle change rate dGy/dβ.

The acceleration/slip-angle change rate dGy/dβ arithmetically determinedby the arithmetic unit 33 incorporated in the acceleration/slip-anglechange rate measuring unit 32 is inputted to a motor vehicle behaviorstability decision unit 5E to be used in making decision as to thestability of behavior of the motor vehicle.

The motor vehicle behavior stability decision unit 5E includes apredetermined range setting means which is designed to set apredetermined range as a reference for the comparison with theacceleration/slip-angle change rate dGy/dβ in dependence on the type ofthe motor vehicle concerned. When the acceleration/slip-angle changerate dGy/dβ departs from the predetermined range, the motor vehiclebehavior stability decision unit 5E determines that the behavior of themotor vehicle is unstable.

In general, the actual transverse acceleration Gy bears at leastapproximately a proportional relation to the actual side slip angle β solong as the motor vehicle is in the stable running state, as describedpreviously in conjunction with FIG. 33. However, when the behavior ofthe motor vehicle approaches to the stability limit mentionedhereinbefore, magnitude of the actual transverse acceleration Gydecreases to a level where the proportional relation to the actual sideslip angle β can no more be maintained. By taking advantage of thisfeature, it is possible to make decision as to the state of the motorvehicle.

The arithmetic unit 33 incorporated in the acceleration/slip-anglechange rate measuring unit 32 may, for example, be designed to determinethe acceleration/slip-angle change rate dGy/dβ by measuring the actualtransverse acceleration Gy in correspondence to the side slip angle βactually measured.

The motor vehicle behavior stability decision unit 5E compares theacceleration/slip-angle change rate dGy/dβ with a predetermined rangepreset in dependence on the type of the motor vehicle concerned, tothereby determine that the behavior of the motor vehicle is unstablewhen the acceleration/slip-angle change rate dGy/dβ lies outside of thepredetermined range. Mathematically, this decision can be expressed asfollows:dGy/dβ≧α 4 U or dGy/dβ≦α 4 L  (11)

Next, referring to a flow chart shown in FIG. 35, description will bemade of the operation performed by the motor vehicle state detectingsystem according to the sixteenth embodiment of the invention. In FIG.35, the steps S12, S16 and S17 represent the processings similar tothose described hereinbefore by reference to FIG. 5. Further, steps S24Iand S25I correspond to the steps S24 and S25 described hereinbefore.

At first, the actual side slip angle β is measured to be stored in amemory in a step S12, which is then followed by a step S24I where theacceleration/slip-angle change rate dGy/dβ corresponding to the actualside slip angle is measured to be stored in the memory as well.

In succession, in a step S25I, the motor vehicle behavior stabilitydecision unit 5E fetches the acceleration/slip-angle change rate dGy/dβto make decision whether or not the acceleration/slip-angle change ratedGy/dβ departs from the predetermined range defined by the upper limitvalue α4U and the lower limit value α4L, respectively.

When it is determined in the step S25I that the acceleration/slip-anglechange rate dGy/dβ departs from the predetermined range (i.e., “YES”),it is determined in a step S16 that the behavior of the motor vehicle isunstable (or that a prognostic sign thereof exists). By contrast, whenit is found in the step S25I that the acceleration/slip-angle changerate dGy/dβ lies within the predetermined range (i.e., “NO”), it is thendetermined that the behavior of the motor vehicle is stable (step S17),whereupon the processing routine shown in FIG. 35 comes to an end.

As is obvious from the above, by detecting the unstable state of themotor vehicle behavior on the basis of the side slip angle β and theactual transverse acceleration Gy really taking place in the motorvehicle concerned, it is possible to detect effectively the unstablestate of the motor vehicle behavior even in the situation where the gripforce of tire is reduced.

As described previously by reference to FIG. 33, the actual transverseacceleration Gy which acts on the motor vehicle running on the slipperyroad surface is low when the actual side slip angle β is relativelysmall. However, in the region where the actual side slip angle β isfurther lessened, linearity which conforms to the slope of the normaltransverse acceleration Go is sustained. Thus, the range of theacceleration/slip-angle change rate (gain) of the normal transverseacceleration Go can be used for making decision concerning the stabilityof the motor vehicle behavior as is with the case of the motor vehiclerunning on a dry-asphalt (not slippery) road surface.

Embodiment 17

In the motor vehicle state detecting system according to the sixteenthembodiment of the invention, the acceleration/slip-angle change ratemeasuring unit 32 is employed for determining theacceleration/slip-angle change rate dGy/dβ. In the case of the motorvehicle state detecting system according to a seventeenth embodiment ofthe present invention, time-based change rates of the actual side slipangle β and the actual transverse acceleration Gy, respectively, aremeasured and subjected to division processing for thereby determiningthe acceleration/slip-angle change rate dGy/dβ.

FIG. 36 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to theseventeenth embodiment of the invention in which theacceleration/slip-angle change rate dGy/dβ is determined on the basis ofthe time-based change rates of the actual side slip angle β and theactual transverse acceleration Gy, respectively.

Referring to FIG. 36, an arithmetic means for determining a parameterfor the decision of the stability of the motor vehicle behavior iscomprised of a time-based slip-angle change rate measuring unit 8 fordetermining the time-based slip-angle change rate dβ/dt, a time-basedacceleration change rate measuring unit 34 for determining thetime-based change rate of the actual transverse acceleration Gy in theform of dGy/dt (i.e., the time-based acceleration change rate) and anacceleration/slip-angle change rate arithmetic unit 35 forarithmetically determining the acceleration/slip-angle change ratedGy/dβ by dividing the time-based acceleration change rate dGy/dt by thetime-based slip-angle change rate dβ/dt.

Now, referring to FIG. 36, operation of the motor vehicle statedetecting system according to the instant embodiment of the inventionwill be described.

As described hereinbefore, the motor vehicle behavior stability decisionunit 5E is designed to determine the state of the motor vehicle bytaking advantage of the feature that the proportional relation of theactual transverse acceleration Gy relative to the actual side slip angleβ can no more be sustained or held when the actual transverseacceleration Gy approaches to the stability limit of the motor vehicle.

The time-based slip-angle change rate measuring unit 8 is designed tomeasure the time-based slip-angle change rate dβ/dt, while thetime-based acceleration change rate measuring unit 34 is designed toarithmetically determine the time-based acceleration change rate dGy/dtby measuring the actual transverse acceleration Gy at a predeterminedtime interval.

The time-based acceleration change rate measuring unit 34 may beconstituted by a load cell or the like mounted on the steering columnfor measuring the transverse acceleration periodically at apredetermined time interval.

The acceleration/slip-angle change rate arithmetic unit 35 is designedto divide the time-based acceleration change rate dGy/dt by thetime-based slip-angle change rate dβ/dt to thereby arithmeticallydetermine the ratio of the change rate of the actual transverseacceleration Gy to that of the actual slip angle β (i.e., theacceleration/slip-angle change rate dGy/dβ) in accordance with theundermentioned expression (12):(dGy/dt)/(dβ/dt)=dGy/dβ  (12)

The motor vehicle behavior stability decision unit 5E determines thatthe behavior of the motor vehicle is in the unstable state or theprognostic state thereof when the acceleration/slip-angle change ratedGy/dβ is outside of a predetermined range (see the expression (11)mentioned previously), to output an unstable state detection signal.

Next, referring to a flow chart shown in FIG. 37, description will bedirected to the vehicle state decision operation performed by the motorvehicle state detecting system according to the seventeenth embodimentof the invention shown in FIG. 36. In FIG. 37, the steps S31, S16 andS17 represent the processings similar to those described hereinbefore byreference to FIG. 7. Further, processings in steps S32J to S34Jcorrespond to those executed in the steps S32 to S34 describedhereinbefore.

At first, the time-based slip-angle change rate dβ/dt is measured to bestored in a memory in the step S31. Succeedingly, the time-basedacceleration change rate dGy/dt is measured in the step S32J to bestored in the memory.

Subsequently, in the step S33J, the time-based acceleration change ratedGy/dt is divided by the time-based slip-angle change rate dβ/dt todetermine the acceleration/slip-angle change rate dGy/dβ, whereon theacceleration/slip-angle change rate dGy/dβ is compared with thepredetermined range (delimited by the upper limit value α4U and thelower limit value α4L, respectively) in the step S34J.

When the acceleration/slip-angle change rate dGy/dβ lies outside of thepredetermined range, it is decided that the behavior of the motorvehicle is unstable (step S16), whereas it is decided that the behaviorof the motor vehicle is stable when the acceleration/slip-angle changerate dGy/dβ falls within the predetermined range mentioned above (stepS17).

In this manner, by computing the acceleration/slip-angle change ratedGy/dβ from the time-based change rate of the actual transverseacceleration Gy and that of the actual side slip angle β, there can beachieved advantageous action and effect similar to those of theembodiments described hereinbefore.

At this juncture, it should further be added that even in the case whereit is impossible to directly measure (or determine arithmetically) theacceleration/slip-angle change rate dGy/dβ, this change rate canarithmetically be derived from the time-based change rates of the actualtransverse acceleration Gy and the actual side slip angle β,respectively.

Embodiment 18

In the case of the motor vehicle state detecting system according to theseventeenth embodiment of the invention, the time-based change rates ofthe actual side slip angle β and the actual transverse acceleration Gy,respectively, are used for arithmetically determining theacceleration/slip-angle change rate dGy/dβ. In the motor vehicle statedetecting system according to an eighteenth embodiment of the presentinvention, change rates of the actual side slip angle β and the actualtransverse acceleration Gy, respectively, for the travel distance of themotor vehicle (i.e., distance the motor vehicle has traveled) are used.

FIG. 38 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to theeighteenth embodiment of the invention in which there are used thechange rates of the actual side slip angle β and the actual transverseacceleration Gy, respectively, for the travel distance of the motorvehicle (i.e., the distance-based slip-angle change rate and thedistance-based acceleration change rate).

In FIG. 38, reference numeral 11 denotes a distance-based slip-anglechange rate measuring unit and numeral 5E denotes a motor vehiclebehavior stability decision unit which is similar to those describedhereinbefore in conjunction with FIGS. 8 and 36. Anacceleration/slip-angle change rate arithmetic unit 35A corresponds tothe acceleration/slip-angle change rate arithmetic unit 35 shown in FIG.36.

In the case of the instant embodiment of the invention, the arithmeticmeans for determining the parameter for stability decision is comprisedof a distance-based slip-angle change rate measuring unit 11 fordetermining the distance-based slip-angle change rate dβ/dL, adistance-based acceleration change rate measuring unit 36 fordetermining the change rate of the actual transverse acceleration Gy forthe travel distance L (i.e., the distance-based acceleration changerate) dGy/dL, and a acceleration/slip-angle change rate arithmetic unit35A for arithmetically determining the acceleration/slip-angle changerate dGy/dβ by dividing the distance-based acceleration change ratedGy/dL by the distance-based slip-angle change rate dβ/dL.

The distance-based acceleration change rate measuring unit 36 may beconstituted by mounting an accelerometer in the transverse direction ofthe motor vehicle for measuring the actual transverse acceleration Gyperiodically every predetermined travel distance.

Now, referring to FIG. 38, operation of the motor vehicle statedetecting system according to the eighteenth embodiment of the inventionwill be described.

The distance-based slip-angle change rate measuring unit 11arithmetically determines the distance-based slip-angle change ratedβ/dL while the distance-based acceleration change rate measuring unit36 arithmetically determines the distance-based acceleration change ratedGy/dL by measuring the actual transverse acceleration Gy everypredetermined travel distance.

The acceleration/slip-angle change rate arithmetic unit 35A is designedto divide the distance-based acceleration change rate dGy/dL by thedistance-based slip-angle change rate dβ/dL to thereby determine theacceleration/slip-angle change rate dGy/dβ in accordance with theundermentioned expression (13):(dGy/dL)/(dβ/dL)=dGy/dβ  (13)

Further, the motor vehicle behavior stability decision unit 5E isdesigned to check whether or not the acceleration/slip-angle change ratedGy/dβ falls within a predetermined range, as described hereinbefore anddecide that the behavior of the motor vehicle is unstable when theacceleration/slip-angle change rate dGy/dβ is outside of thepredetermined range (refer to the expression (11) mentioned previously).

Next, referring to a flow chart shown in FIG. 39, description will bemade of operation performed by the motor vehicle state detecting systemaccording to the eighteenth embodiment of the invention shown in FIG.38. In FIG. 39, the steps S41, S16, S17 and S34J represent theprocessings similar to those described hereinbefore by reference toFIGS. 9 and 37 and processings in steps S42K and S43K correspond tothose executed in the steps S42 and S43 shown in FIG. 9.

At first, the distance-based slip-angle change rate dβ/dL is measured tobe stored in a memory in a step S41. Subsequently, the distance-basedacceleration change rate dGy/dL is measured to be stored in the memory(step S42K).

Subsequently, the distance-based acceleration change rate dGy/dL isdivided by the distance-based slip-angle change rate dβ/dL to therebydetermine the acceleration/slip-angle change rate dGy/dβ (step S43K).

In succession, the motor vehicle behavior stability decision unit 5Ecompares the acceleration/slip-angle change rated Gy/dβ with thepredetermined range (step S34J) to thereby make decision that thebehavior of the motor vehicle is in the unstable state (step S16) or inthe stable state (step S17).

In the motor vehicle state detecting system according to the instantembodiment of the invention, advantageous actions and effects comparableto those mentioned previously can be obtained. Furthermore, even in thecase where it is impossible to directly measure (or determinearithmetically) the acceleration/slip-angle change rate dGy/dβ, thelatter can arithmetically be derived by determining theacceleration/slip-angle change rate dGy/dβ on the basis of thedistance-based acceleration change rate dGy/dL and the distance-basedslip-angle change rate dβ/dL substantially to the same advantageousaction and effect similar to those described hereinbefore.

Embodiment 19

In the case of the motor vehicle state detecting system according to theseventeenth embodiment of the invention, the time-based slip-anglechange rate measuring unit 8 is employed for making available thetime-based slip-angle change rated dβ/dt (see FIG. 36). In the motorvehicle state detecting system according to a nineteenth embodiment ofthe present invention, the time-based slip-angle change rate dβ/dt isarithmetically determined on the basis of outputs of various relevantsensors.

FIG. 40 is a block diagram showing schematically a major portion of themotor vehicle state detecting system according to the nineteenthembodiment of the present invention in which a time-based slip-anglechange rate arithmetic unit 8A is employed. In the figure, componentssimilar to those described previously in conjunction with FIGS. 10 and36 are denoted by like reference symbols.

The motor vehicle state detecting system according to the instantembodiment of the invention includes as the sensors the transverseacceleration measuring unit 13 for detecting the actual acceleration Gyin the transverse direction, the yaw rate measuring unit 14 fordetecting the acceleration in the yaw direction (actual yaw rate) γ andthe vehicle speed measuring unit 15 for detecting the actual vehiclespeed v.

In the instant embodiment of the present invention, the time-basedslip-angle change rate arithmetic unit 8A is so designed as toarithmetically determine the time-based slip-angle change rate dβ/dt onthe basis of the actual transverse acceleration Gy, the actual yaw rate(time-based differential value of the speed in the yaw direction) γ andthe actual vehicle speed v.

Now, referring to FIG. 40, operation of the motor vehicle statedetecting system according to the nineteenth embodiment of the inventionwill be described.

The transverse acceleration measuring unit 13 detects the actualtransverse acceleration Gy. The yaw rate measuring unit 14 detects theactual yaw rate γ. The vehicle speed measuring unit 15 detects theactual vehicle speed v. Each of the detected values is stored in amemory incorporated in the time-based slip-angle change rate arithmeticunit 8A.

Further, the time-based acceleration change rate measuring unit 34measures the time-based acceleration change rate dGy/dt to be stored ina memory incorporated in the acceleration/slip-angle change ratearithmetic unit 35.

The time-based slip-angle change rate arithmetic unit 8A is designed toarithmetically determine the time-based slip-angle change rate dβ/dt onthe basis of the actual transverse acceleration Gy, the actual yaw rateγ and the actual vehicle speed v in accordance with the expression (5)mentioned hereinbefore.

In succession, the acceleration/slip-angle change rate arithmetic unit35 divides the time-based acceleration change rate dGy/dt by thetime-based slip-angle change rate dβ/dt to determine theacceleration/slip-angle change rate dGy/dβ in accordance with theexpression (12) mentioned hereinbefore.

Further, the motor vehicle behavior stability decision unit 5E comparesthe acceleration/slip-angle change rate dGy/dβ with the predeterminedrange to determine the stability or instability of the behavior of themotor vehicle.

Next, referring to a flow chart shown in FIG. 41, description will bemade of operation performed by the motor vehicle state detecting systemaccording to the nineteenth embodiment of the invention shown in FIG.40. In FIG. 41, the steps S51 to S54, S34J, S16 and Sl7 represent theprocessings similar to those described hereinbefore by reference toFIGS. 11 and 37 and processings in steps S32L and S33L correspond,respectively, to those in the steps S32 and S33 shown in FIG. 11.

At first, the actual transverse acceleration Gy, the actual yaw rate γand the actual vehicle speed v of the motor vehicle are measured to bestored in the memory in steps S51, S52 and S53, respectively. Then, in astep S54, the time-based slip-angle change rate dβ/dt is arithmeticallydetermined on the basis of the actual transverse acceleration Gy, theactual yaw rate γ and the vehicle speed v to be stored in the memory.

Further, the time-based acceleration change rate dGy/dt is measured tobe stored in the memory (step S32L).

Next, in a step S33, the time-based acceleration change rate dGy/dt isdivided by the time-based slip-angle change rate dβ/dt to therebydetermine the acceleration/slip-angle change rate dGy/dβ.

Subsequently, the acceleration/slip-angle change rate dGy/dβ is comparedwith the predetermined range (step S34J) to determine that the behaviorof the motor vehicle is in the unstable state (step S16) oralternatively in the stable state (step S17).

In this manner, even in the case where it is impossible to directlymeasure the time-based slip-angle change rate dβ/dt, this change ratedβ/dt can arithmetically be determined by measuring the transverseacceleration Gy, the yaw rate γ and the vehicle speed v derived from theoutputs of the relevant sensors. Thus, substantially same action andeffect as those described hereinbefore can be ensured.

Embodiment 20

In the case of the motor vehicle state detecting system according to theseventeenth embodiment of the invention, no consideration has been paidto the processing which is executed when the time-based slip-anglechange rate dβ/dt is smaller than the lower limit permissible value. Inthe motor vehicle state detecting system according to a twentiethembodiment of the present invention, such arrangement is adopted thatthe division arithmetic processing executed by theacceleration/slip-angle change rate arithmetic unit 35 (see FIG. 36) isinhibited when the time-based slip-angle change rate dβ/dt becomessmaller than the lower limit permissible value with a view to preventingthe occurrence of overflow.

FIG. 42 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the twentiethembodiment of the present invention in which the division arithmeticexecuted by the acceleration/slip-angle change rate arithmetic unit 35is inhibited when the time-based slip-angle change rate dβ/dt is small.In FIG. 42, components similar to those described previously byreference to FIGS. 12 and 36 are denoted by like reference symbols.

Referring to FIG. 42, the time-based slip-angle change rate comparator17 is inserted between the time-based slip-angle change rate measuringunit 8 and the acceleration/slip-angle change rate arithmetic unit 35,wherein the time-based acceleration change rate comparison/decision unit37 is connected to the output of the time-based slip-angle change ratecomparator 17.

The time-based slip-angle change rate comparator 17 is so designed thatit ordinarily supplies the time-based slip-angle change rate dβ/dt tothe acceleration/slip-angle change rate arithmetic unit 35 to validatethe arithmetic operation (division processing) of theacceleration/slip-angle change rate arithmetic unit 35.

However, when the time-based slip-angle change rate dβ/dt is smallerthan the lower limit permissible value, the time-based slip-angle changerate comparator 17 inhibits the division processing executed by theacceleration/slip-angle change rate arithmetic unit 35 by invalidatingor disabling the acceleration/slip-angle change rate arithmetic unit 35while outputting the result of the above-mentioned comparison (i.e.,dβ/dt<lower limit permissible value) to the time-based accelerationchange rate comparison/decision unit 37 to thereby enable the operationof the time-based acceleration change rate comparison/decision unit 37.

The time-based slip-angle change rate comparator 17 is comprised of alower limit value setting means for setting the lower limit permissiblevalue for the time-based slip-angle change rate dβ/dt in dependence onthe motor vehicle concerned, and a division arithmetic inhibiting meansfor disabling the division arithmetic executed by theacceleration/slip-angle change rate arithmetic unit 35 when the value ofthe time-based slip-angle change rate dβ/dt becomes smaller than thelower limit permissible value.

On the other hand, the time-based acceleration change ratecomparison/decision unit 37 is comprised of a predetermined change ratesetting means for setting a predetermined change rate for the time-basedacceleration change rate dGy/dt in dependence on the motor vehicleconcerned and a comparison means for comparing the time-basedacceleration change rate dGy/dt with a predetermined change rate.Incidentally, the function of the time-based acceleration change ratecomparison/decision unit 37 may be implemented as one of the function ofthe motor vehicle behavior stability decision unit 5E.

In operation, when it is decided by the time-based slip-angle changerate comparator 17 that the value of the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value, operationof the time-based acceleration change rate comparison/decision unit 37is validated instead of the acceleration/slip-angle change ratearithmetic unit 35 and the motor vehicle behavior stability decisionunit 5E. In that case, the time-based acceleration change ratecomparison/decision unit 37 makes decision that the behavior of themotor vehicle is unstable when the time-based acceleration change ratedGy/dt reaches or exceeds the predetermined change rate value.

In general, when the absolute value of the time-based slip-angle changerate dβ/dt of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the time-basedacceleration change rate dGy/dt is smaller than the predetermined changerate value, then it can be determined that the motor vehicle is scarcelymoving in the lateral or transverse direction and thus the motor vehicleis in the stable state.

By contrast, if the absolute value of the time-based acceleration changerate dGy/dt exceeds the predetermined change rate value, the behavior ofthe motor vehicle is then identified as being in the unstable state,even if the absolute value of the time-based slip-angle change ratedβ/dt is smaller than the lower limit permissible value inclusive.

Furthermore, even if the time-based slip-angle change rate dβ/dt isgreater than the lower limit permissible value inclusive, the behaviorof the motor vehicle is regarded as being in the stable state so far asthe acceleration/slip-angle change rate dGy/dβ falls within thepredetermined range. However, if the acceleration/slip-angle change ratedGy/dβ lies outside of the predetermined range, it is then determinedthat the motor vehicle is in the unstable state.

Next, description will turn to operation of the motor vehicle statedetecting system according to the twentieth embodiment of the inventionshown in FIG. 42.

At first, the time-based slip-angle change rate measuring unit 8measures the time-based slip-angle change rate dβ/dt while thetime-based acceleration change rate measuring unit 34 measures thetime-based acceleration change rate dGy/dt.

The time-based slip-angle change rate comparator 17 compares thetime-based slip-angle change rate dβ/dt with the lower limit permissiblevalue to supply the time-based slip-angle change rate dβ/dt to theacceleration/slip-angle change rate arithmetic unit 35 when the value ofthe time-based slip-angle change rate dβ/dt is greater than the lowerlimit permissible value inclusive. In response thereto, theacceleration/slip-angle change rate arithmetic unit 35 performs theordinary division arithmetic processing in accordance with theexpression (12) mentioned hereinbefore.

Subsequently, the motor vehicle behavior stability decision unit 5Ecompares the acceleration/slip-angle change rate dGy/dβ with thepredetermined range mentioned above to decide that the behavior of themotor vehicle is in the unstable state when the acceleration/slip-anglechange rate dGy/dβ lies outside of the predetermined range (seeexpression (11)).

On the other hand, when the value of the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value, thetime-based slip-angle change rate comparator 17 inhibits the time-basedslip-angle change rate dβ/dt from being supplied to theacceleration/slip-angle change rate arithmetic unit 35 (and hence thedivision arithmetic represented by the expression (12)). Further, theresult of the comparison mentioned above is supplied to the time-basedacceleration change rate comparison/decision unit 37.

Thus, the time-based acceleration change rate comparison/decision unit37 is put into operation in place of the motor vehicle behaviorstability decision unit 5E, whereby the state of the motor vehicle isdetected on the basis of the result of the comparison processingexecuted by the time-based acceleration change rate comparison/decisionunit 37.

More specifically, the time-based acceleration change ratecomparison/decision unit 37 compares the time-based acceleration changerate dGy/dt with a predetermined change rate to decide that the behaviorof the motor vehicle is unstable when the time-based acceleration changerate dGy/dt is greater than the above-mentioned predetermined changerate inclusive.

Next, referring to a flow chart shown in FIG. 43, description will bemade of operation performed by the motor vehicle state detecting systemaccording to the twentieth embodiment of the invention shown in FIG. 42.In FIG. 43, the steps S61, S63, S34J, S16 and S17 represent theprocessings similar to those described hereinbefore by reference toFIGS. 13 and 37 and processings in steps S62M, S64M and S65M correspond,respectively, to those executed in the steps S62, S64 and S65 shown inFIG. 13.

At first, the time-based slip-angle change rated dβ/dt is measured andthe absolute value thereof is stored in the memory (step S61). Further,the time-based acceleration change rate dGy/dt is measured and theabsolute value thereof is stored in the memory (step S62M).

Subsequently, decision is made whether or not the absolute value of thetime-based slip-angle change rate dβ/dt is smaller than the lower limitpermissible value (step S63). When it is determined that |dβ/dt|<lowerlimit permissible value (i.e., when the step S63 is “YES”), then thetime-based acceleration change rate comparison/decision unit 37 isvalidated, whereon decision is made whether or not the absolute value ofthe time-based acceleration change rate dGy/dt is greater than theabove-mentioned predetermined change rate inclusive thereof (step S64M).

When the decision step S64M results in that |dGy/dt|≧predeterminedchange rate, i.e., “YES”, it is then determined that the behavior of themotor vehicle is in the unstable state (step S16), while it is decidedthat the motor vehicle is in the stable state (step S17) when|dGy/dt|<predetermined change rate, i.e., when the step S64M results in“NO”, whereon the processing routine shown in FIG. 43 is terminated.

On the other hand, when the decision steps S63 results in that|dβ/dt|≧lower limit permissible value, i.e., “NO”, then theacceleration/slip-angle change rate arithmetic unit 35 is put intooperation to arithmetically determine the acceleration/slip-angle changerate dGy/dβ (step S65M). In succession, it is decided by the motorvehicle behavior stability decision unit 5E whether or not theacceleration/slip-angle change rate dGy/dβ lies outside of thepredetermined range (step S34J).

Finally, in dependence on whether or not the acceleration/slip-anglechange rate dGy/dβ lies outside of the predetermined range, the unstablestate or the stable state of the motor vehicle behavior is decided (stepS16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the instant embodiment, the division processingperformed by the acceleration/slip-angle change rate arithmetic unit 35is inhibited when the value of the time-based slip-angle change ratedβ/dt is smaller than the lower limit permissible value, and the stateof the motor vehicle is determined on the basis of only the time-basedacceleration change rate dGy/dt.

By virtue of this feature, occurrence of overflow due to the divisionarithmetic executed by the acceleration/slip-angle change ratearithmetic unit 35 can be suppressed while ensuring detection of theunstable state of the motor vehicle or the prognostic state thereof,even when the time-based slip-angle change rate dβ/dt is small.

Embodiment 21

In the case of the motor vehicle state detecting system according to theeighteenth embodiment of the invention, no consideration has been paidto the processing procedure which can be executed when thedistance-based slip-angle change rate dβ/dL is smaller than the lowerlimit permissible value. In the motor vehicle state detecting systemaccording to a twenty-first embodiment of the present invention, sucharrangement is adopted that the division arithmetic processing executedby the acceleration/slip-angle change rate arithmetic unit 35A (see FIG.38) is inhibited or disabled when the distance-based slip-angle changerate dβ/dL is smaller than the lower limit permissible value, to therebyprevent occurrence of overflow.

FIG. 44 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the twenty-firstembodiment of the invention in which the division processing executed bythe acceleration/slip-angle change rate arithmetic unit 35A is inhibitedwhen the distance-based slip-angle change rate dβ/dL is small.

In FIG. 44, components similar to those described previously inconjunction with FIGS. 14 and 38 are denoted by like reference symbols.

Referring to the figure, a distance-based slip-angle change ratecomparator 19 is inserted between the distance-based slip-angle changerate measuring unit 11 and the acceleration/slip-angle change ratearithmetic unit 35A, wherein the distance-based acceleration change ratecomparison/decision unit 38 is connected to the output of thedistance-based slip-angle change rate comparator 19.

The distance-based slip-angle change rate comparator 19 is so designedthat it ordinarily supplies the distance-based slip-angle change ratedβ/dL to the acceleration/slip-angle change rate arithmetic unit 35A tovalidate the arithmetic operation (division processing) of theacceleration/slip-angle change rate arithmetic unit 35A.

On the other hand, when the distance-based slip-angle change rate dβ/dLis smaller than a lower limit permissible value, the distance-basedslip-angle change rate comparator 19 inhibits the division processingexecuted by the acceleration/slip-angle change rate arithmetic unit 35Aby disabling the acceleration/slip-angle change rate arithmetic unit 35Awhile outputting the result of the above-mentioned comparison (i.e.,dβ/dL<lower limit permissible value) to the distance-based accelerationchange rate comparison/decision unit 38 to thereby enable the operationof the distance-based acceleration change rate comparison/decision unit38.

The distance-based slip-angle change rate comparator 19 is comprised ofa lower limit value setting means for setting the lower limitpermissible value for the distance-based slip-angle change rate dβ/dL independence on the motor vehicle concerned and a division arithmeticinhibiting means for inhibiting the division processing executed by theacceleration/slip-angle change rate arithmetic unit 35A when the valueof the distance-based slip-angle change rate dβ/dL is smaller than thelower limit permissible value.

On the other hand, the distance-based acceleration change ratecomparison/decision unit 38 is comprised of a predetermined change ratesetting means for setting a predetermined change rate for thedistance-based acceleration change rate dGy/dL in dependence on themotor vehicle concerned and a comparison means for comparing thedistance-based acceleration change rate dGy/dL with the predeterminedchange rate. Incidentally, the distance-based acceleration change ratecomparison/decision unit 38 may be realized as a part of the motorvehicle behavior stability decision unit 5E.

In operation, when it is decided by the distance-based slip-angle changerate comparator 19 that the value of the distance-based slip-anglechange rate dβ/dL is smaller than the lower limit permissible value,operation of the distance-based acceleration change ratecomparison/decision unit 38 is validated in place of theacceleration/slip-angle change rate arithmetic unit 35A and the motorvehicle behavior stability decision unit 5E. In that case, thedistance-based acceleration change rate comparison/decision unit 38makes decision that the behavior of the motor vehicle is unstable whenthe distance-based acceleration change rate dGy/dL is greater than thepredetermined change rate value inclusive.

In general, when the absolute value of the distance-based slip-anglechange rate dβ/dL of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the distance-basedacceleration change rate dGy/dL is smaller than the predetermined changerate value, then it can be determined that the motor vehicle is scarcelymoving in the transverse direction and thus the motor vehicle is in thestable state.

On the other hand, even when the absolute value of the distance-basedslip-angle change rate dβ/dL is smaller than the lower limit permissiblevalue, it is determined that the behavior of the motor vehicle is in theunstable state if the absolute value of the distance-based accelerationchange rate dGy/dL is greater than the predetermined change rate valueinclusive.

Furthermore, so far as the acceleration/slip-angle change ratedGy/dβlies within the predetermined range, the motor vehicle can beregarded as being in the stable state, even if the distance-basedslip-angle change rate dβ/dL is greater than the lower limit permissiblevalue inclusive. However, if the acceleration/slip-angle change ratedGy/dβ lies outside of the predetermined range, it is then determinedthat the motor vehicle is in the unstable state.

Referring to FIG. 44, the distance-based slip-angle change ratemeasuring unit 11 measures the distance-based slip-angle change ratedβ/dL while the distance-based acceleration change rate measuring unit36 measures the distance-based acceleration change rate dGy/dL.

The distance-based slip-angle change rate comparator 19 outputs theresult of the comparison to the acceleration/slip-angle change ratearithmetic unit 35A when the distance-based slip-angle change rate dβ/dLis greater than the lower limit permissible value inclusive whileoutputting the result of the comparison to the distance-basedacceleration change rate comparison/decision unit 38 when thedistance-based slip-angle change rate dβ/dL is smaller than the lowerlimit permissible value.

The acceleration/slip-angle change rate arithmetic unit 35A divides thedistance-based acceleration change rate dGy/dL by the distance-basedslip-angle change rate dβ/dL to thereby arithmetically determine theacceleration/slip-angle change rate dGy/dβ in accordance with theexpression (13) mentioned previously.

The distance-based acceleration change rate comparison/decision unit 38determines that the behavior of the motor vehicle is unstable when thedistance-based acceleration change rate dGy/dL is greater than theabove-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 45, description will bemade of the processings executed by the motor vehicle state detectingsystem according to the twenty-first embodiment of the invention shownin FIG. 44. In FIG. 45, the steps S71, S73, S34J, S16 and S17 representthe processings similar to those described hereinbefore by reference toFIGS. 15 and 39. Further, steps S72N, S74N and S75N correspond,respectively, to the steps S72, S74 and S75 shown in FIG. 15.

At first, the distance-based slip-angle change rate dβ/dL is measuredand the absolute value thereof is stored in the memory (step S71).Further, the distance-based acceleration change rate dGy/dL is measuredand the absolute value thereof is stored in the memory (step S72N).

Succeedingly, decision is made whether or not the absolute value of thedistance-based slip-angle change rate dβ/dL is smaller than the lowerlimit permissible value (step S73). When it is determined that|dβ/dL|<lower limit permissible value (i.e., when the step S73 resultsin “YES”), then the distance-based acceleration change ratecomparison/decision unit 38 is validated for making decision whether ornot the absolute value of the distance-based acceleration change ratedGy/dL is greater than the predetermined change rate inclusive (stepS74N).

When the decision step S74N results in that |dGy/dL|≧predeterminedchange rate, i.e., “YES”, it is then determined that the behavior of themotor vehicle is in the unstable state (step S16), while it is decidedthat the motor vehicle is in the stable state when|dGy/dL|<predetermined change rate, i.e., when the step S74N is “NO”(step S17), whereupon the processing routine shown in FIG. 45 isterminated.

On the other hand, when the decision steps S73 results in that|dβ/dL|≧lower limit permissible value, i.e., “NO”, then theacceleration/slip-angle change rate arithmetic unit 35A is put intooperation to arithmetically determine the acceleration/slip-angle changerate dGy/dβ (step S75N). In succession, it is checked by the motorvehicle behavior stability decision unit 5E whether or not theacceleration/slip-angle change rate dGy/dβ lies outside of thepredetermined range (step S34J).

Finally, in dependence on whether or not the acceleration/slip-anglechange rate dGy/dβ lies outside of the predetermined range, the unstablestate or the stable state of the motor vehicle behavior is determined(step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the twenty-first embodiment, the divisionprocessing executed by the acceleration/slip-angle change ratearithmetic unit 35A is inhibited when the value of the distance-basedslip-angle change rate dβ/dL is smaller than the lower limit permissiblevalue, and the state of the motor vehicle is determined on the basis ofonly the distance-based acceleration change rate dGy/dL.

By virtue of this feature, occurrence of overflow due to the divisionprocessing executed by the acceleration/slip-angle change ratearithmetic unit 35A can be suppressed while ensuring detection of theunstable state of the motor vehicle or the prognostic state thereof,even in the case where the distance-based slip-angle change rate dβ/dLis small.

Embodiment 22

In the case of the motor vehicle state detecting system according to thenineteenth embodiment of the invention, no consideration has been madeas to the processing which is executed when the time-based slip-anglechange rate dβ/dt is smaller than the lower limit permissible value. Inthe motor vehicle state detecting system according to a twenty-secondembodiment of the present invention, such arrangement is adopted thatthe division processing executed by the acceleration/slip-angle changerate arithmetic unit 35 (see FIG. 40) is inhibited when the time-basedslip-angle change rate dβ/dt is smaller than the lower limit permissiblevalue, to thereby prevent occurrence of overflow, as is the case withthe system according to the twentieth embodiment described previously.

FIG. 46 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the twenty-secondembodiment of the present invention in which the division processingexecuted by the acceleration/slip-angle change rate arithmetic unit 35is inhibited when the value of the time-based slip-angle change ratedβ/dt is small.

In FIG. 46, components similar to those described previously inconjunction with FIGS. 16 and 40 are denoted by like reference symbols.

Referring to the figure, the time-based slip-angle change ratecomparator 17 is inserted between the time-based slip-angle change ratearithmetic unit 8A and the acceleration/slip-angle change ratearithmetic unit 35, wherein the time-based acceleration change ratecomparison/decision unit 37 is connected to the output of the time-basedslip-angle change rate comparator 17.

The time-based slip-angle change rate comparator 17 is so designed thatit ordinarily supplies the time-based slip-angle change rate dβ/dt tothe acceleration/slip-angle change rate arithmetic unit 35 to validatethe arithmetic operation (division processing) of theacceleration/slip-angle change rate arithmetic unit 35.

On the other hand, when the time-based slip-angle change rate dβ/dt issmaller than the lower limit permissible value, the time-basedslip-angle change rate comparator 17 inhibits the division processingexecuted by the acceleration/slip-angle change rate arithmetic unit 35by disabling the acceleration/slip-angle change rate arithmetic unit 35while outputting the result of the comparison (i.e., dβ/dt<lower limitpermissible value) to the time-based acceleration change ratecomparison/decision unit 37 to thereby enable the operation of that unit37.

The time-based slip-angle change rate comparator 17 is comprised of thelower limit value setting means for setting the lower limit permissiblevalue for the time-based slip-angle change rate dβ/dt in dependence onthe motor vehicle concerned and the division arithmetic inhibiting meansfor disabling the division processing executed by theacceleration/slip-angle change rate arithmetic unit 35 when the value ofthe time-based slip-angle change rate dβ/dt is smaller than the lowerlimit permissible value.

The time-based acceleration change rate comparison/decision unit 37 iscomprised of the predetermined change rate setting means for setting apredetermined change rate for the time-based acceleration change ratedGy/dt in dependence on the motor vehicle concerned and the comparisonmeans for comparing the time-based acceleration change rate dGy/dt withthe predetermined change rate. Incidentally, the function of thetime-based acceleration change rate comparison/decision unit 37 may beincarnated as one of the functions of the motor vehicle behaviorstability decision unit 5E, as is the case with the embodimentsdescribed previously.

In operation, when it is decided by the time-based slip-angle changerate comparator 17 that the value of the time-based slip-angle changerate dβ/dt is smaller than the lower limit permissible value, operationof the time-based acceleration change rate comparison/decision unit 37is validated instead of the acceleration/slip-angle change ratearithmetic unit 35 and the motor vehicle behavior stability decisionunit 5E. In that case, the time-based acceleration change ratecomparison/decision unit 37 determines that the behavior of the motorvehicle is unstable when the time-based acceleration change rate dGy/dtreaches or exceeds the predetermined change rate value.

In general, when the absolute value of the time-based slip-angle changerate dβ/dt of the motor vehicle which is arithmetically determined onthe basis of the transverse acceleration Gy, the yaw rate γ and thevehicle speed v is smaller than the lower limit permissible value andwhen the absolute value of the time-based acceleration change ratedGy/dt is smaller than the predetermined change rate, it can bedetermined that the behavior of the motor vehicle is stable.

By contrast, if the absolute value of the time-based acceleration changerate dGy/dt is equal to or exceeds the predetermined change rate, thebehavior of the motor vehicle can then be identified as being in theunstable state, even if the absolute value of the time-based slip-anglechange rate dβ/dt is smaller than the lower limit permissible value.

Furthermore, even if the time-based slip-angle change rate dβ/dt isequal to or greater than the lower limit permissible value, the behaviorof the motor vehicle can be regarded as being in the stable state so faras the acceleration/slip-angle change rate dGy/dβ remains within thepredetermined range. However, if the acceleration/slip-angle change ratedGy/dβ lies outside of the predetermined range, it is then detected thatthe behavior of the motor vehicle is unstable.

Referring to FIG. 46, the transverse acceleration measuring unit 13detects the transverse acceleration Gy of the motor vehicle to be storedin a memory. Further, the yaw rate measuring unit 14 to detects theacceleration γ in the yaw direction which is also stored in the memory.Similarly, the vehicle speed measuring unit 15 detects the actualvehicle speed v for storage in the memory.

The time-based slip-angle change rate arithmetic unit 8A arithmeticallydetermines the time-based slip-angle change rate dβ/dt on the basis ofthe transverse acceleration Gy, the yaw rate γ and the vehicle speed vin accordance with the expression (5) mentioned hereinbefore.

The time-based acceleration change rate measuring unit 34 is designed tomeasure the time-based acceleration change rate dGy/dt.

The time-based slip-angle change rate comparator 17 compares thetime-based slip-angle change rate dβ/dt with the lower limit permissiblevalue to output the result of the comparison to the time-basedacceleration change rate comparison/decision unit 37 when the value ofthe time-based slip-angle change rate dβ/dt is smaller than the lowerlimit permissible value or alternatively to the acceleration/slip-anglechange rate arithmetic unit 35 when the value of the time-basedslip-angle change rate dβ/dt is greater than the lower limit permissiblevalue inclusive.

The acceleration/slip-angle change rate arithmetic unit 35 divides thetime-based acceleration change rate dGy/dt by the time-based slip-anglechange rate dβ/dt to thereby arithmetically determine theacceleration/slip-angle change rate dGy/dβ in accordance with theexpression (12) mentioned hereinbefore.

On the other hand, the time-based acceleration change ratecomparison/decision unit 37 compares the time-based acceleration changerate dGy/dt with the predetermined change rate to decide that thebehavior of the motor vehicle is unstable when theacceleration/slip-angle change rate dGy/dβ is greater than thepredetermined change rate inclusive.

The motor vehicle behavior stability decision unit 5E compares theacceleration/slip-angle change rate dGy/dβ with the predetermined range,to thereby determine that the behavior of the motor vehicle is unstablewhen the acceleration/slip-angle change rate dGy/dβ lies outside of thepredetermined range (refer to the expression (11) mentionedhereinbefore).

Next, referring to a flow chart shown in FIG. 47, description will bemade of the processings executed by the motor vehicle state detectingsystem according to the twenty-second embodiment of the invention shownin FIG. 46. In FIG. 47, the steps S80 and S81 and the steps S62M, S63,S64M, S65M, S34J, S16 and Sl7 represent the processings similar to thosedescribed hereinbefore by reference to FIGS. 17 and 43, respectively.

At first, the transverse acceleration Gy, the yaw rate γ and the vehiclespeed v are measured to be stored in the memory (step S80).Succeedingly, the time-based slip-angle change rate dβ/dt isarithmetically determined on the basis of the transverse accelerationGy, the yaw rate γ and the vehicle speed v (step S81).

Further, the time-based acceleration change rate dGy/dt is measured tobe stored in the memory (step S62M).

In succession, decision is made whether or not the absolute value of thetime-based slip-angle change rate dβ/dt is smaller than the lower limitpermissible value (step S63). When the step S63 results in |dβ/dt|<lowerlimit permissible value (i.e., “YES”), the processing proceeds to a stepS64M. By contrast, when it is determined that |dβ/dt|≧lower limitpermissible value (i.e., when the step S63 results in “NO”), theprocessing proceeds to a step S65M.

When the decision step S64M results in that |dGy/dt|≧predeterminedchange rate, i.e., “YES”, it is then determined by the time-basedacceleration change rate comparison/decision unit 37 that the behaviorof the motor vehicle the unstable (step S16), while it is determinedthat the behavior of the motor vehicle is stable (step S17) when thestep S64M results in that |dGy/dt|<predetermined change rate, i.e.,“NO”.

On the other hand, the acceleration/slip-angle change rate arithmeticunit 35 arithmetically determines the acceleration/slip-angle changerate dGy/dβ (=(dGy/dt)/(dβ/dt)) in the step S65M. Succeedingly, themotor vehicle behavior stability decision unit 5E compares theacceleration/slip-angle change rate dGy/dβ with the predetermined range(step S34J) to determine that the behavior of the motor vehicle isunstable (step S16) when the acceleration/slip-angle change rate dGy/dβis outside of the predetermined range (i.e., when the step S34J resultsin “YES”) while determining that the behavior of the motor vehicle isstable (step S17) when the acceleration/slip-angle change rate dGy/dβlies within the predetermined range mentioned above (i.e., when the stepS34J results in “NO”).

As can be seen from the above, even in the situation where the gripforce of tire is small, it is possible to detect effectively theunstable state of the motor vehicle behavior on the basis of only thetime-based acceleration change rate dGy/dt corresponding to the actualtransverse acceleration Gy when the time-based slip-angle change ratedβ/dt is small.

As described previously by reference to FIG. 33, the transverseacceleration which acts on the motor vehicle running on the slipperyroad surface decreases as the side slip angle becomes smaller. However,in the region where the side slip angle is small, the linearity of theactual transverse acceleration Gy which conforms to the slope of thenormal transverse acceleration Go is sustained. Thus, the stability ofthe behavior of the motor vehicle can be decided on the basis of theacceleration/slip-angle change rate dGy/dβ by using the predeterminedrange (reference for comparison) similarly to the case where the motorvehicle is running on a dry-asphalt (not slippery) road surface.

Furthermore, even in the case where it is impossible to measure thetime-based slip-angle change rate dβ/dt, this change rate dβ/dt canarithmetically be determined by measuring the transverse accelerationGy, the yaw rate γ and the vehicle speed v. Thus, essentially sameaction and effect as those described hereinbefore can be achieved.

By virtue of the feature mentioned above, occurrence of overflow due tothe division processing executed by the acceleration/slip-angle changerate arithmetic unit 35 can be suppressed while ensuring detection ofthe unstable state of the motor vehicle even if the time-basedslip-angle change rate dβ/dt is small.

As described previously by reference to FIG. 33, the transverseacceleration Gy which acts on the motor vehicle running on the slipperyroad surface is low when the side slip angle is relatively small.However, in the region where the side slip angle is further lessened,linearity which conforms to the slope of the normal transverseacceleration Go is sustained. Thus, the range of the predeterminedchange rate (gain) of the acceleration/slip-angle change rate can beused for making decision concerning the stability of the motor vehiclebehavior as is with the case of the motor vehicle running on adry-asphalt road surface.

Embodiment 23

In the motor vehicle state detecting systems described above inconjunction with the fifteenth to twenty-second embodiments of theinvention, the actual side slip angle β is used as the actual measuredvalue of the first parameter. In the motor vehicle state detectingsystem according to a twenty-third embodiment of the present invention,an actual steering angle θ of the steering wheel manipulated by thedriver of the motor vehicle is used.

FIG. 48 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to thetwenty-third embodiment of the invention in which the actual steeringangle θ is used instead of the actual side slip angle β. In the figure,the contents same as or equivalent to those described hereinbefore (FIG.18, FIG. 31) are denoted by like reference symbols affixed with “F” or“′”.

In the motor vehicle state detecting system according to the instantembodiment of the invention, a steering angle measuring unit 20 isemployed for detecting the steering angle θ, replacing of the side slipangle measuring unit 1. Additionally, a vehicle speed measuring unit 15is provided in association with the normal transverse accelerationarithmetic unit 30F and the motor vehicle behavior stability decisionunit 5F.

In general, the transverse acceleration applied to the motor vehiclebears an approximately proportional relation to the actual steeringangle θ so long as the motor vehicle is in the stable running state.However, when the running state of the motor vehicle approaches to thestability limit, the transverse acceleration becomes lowered asdescribed hereinbefore, rendering it impossible to sustain theabove-mentioned proportional relation to the actual steering angle θ.Accordingly, by taking advantage of this feature, it is possible todetect the state of the motor vehicle on the basis of the steering angleθ.

Referring to FIG. 48, the steering angle measuring unit 20 is designedto measure the steering angle θ, while the transverse accelerationmeasuring unit 13 is designed to measure the actual transverseacceleration Gy. The vehicle speed measuring unit 15 measures thevehicle speed v. The detected values outputted from these units arestored in the memory.

Further, the normal transverse acceleration arithmetic unit 30Fincorporates therein an acceleration/steering-angle ratio setting means(not shown) for setting an acceleration/steering-angle ratio (=gain Kg′)and is designed to arithmetically determine the normal transverseacceleration Go′ (=Kg′·θ), The transverse acceleration deviationarithmetic unit 31F is designed to arithmetically determine an absolutevalue of a deviation of the actual transverse acceleration Gy from thenormal transverse acceleration Go′ (=Kg′·θ) in the terms of thetransverse acceleration deviation ΔG′ (=Go′−Gy).

The motor vehicle behavior stability decision unit 5F includes apredetermined deviation quantity setting means designed for setting apredetermined deviation quantity α4 serving as a reference forcomparison in dependence on the motor vehicle concerned and the speed vthereof, to thereby allow the transverse acceleration deviation ΔG′ tobe compared with the predetermined deviation quantity α4. When theabove-mentioned comparison shows that the transverse accelerationdeviation ΔG′ is greater than the predetermined deviation quantity α4inclusive (i.e., when the condition given by the undermentionedexpression (14) is satisfied), it is then determined that the behaviorof the motor vehicle is unstable.|Kg·θ−Gy|≧α 4  (14)

Next, description will be made of the operation performed by the motorvehicle state detecting system according to the twenty-third embodimentof the invention by reference to a flow chart shown in FIG. 49 togetherwith FIG. 48. In FIG. 49, processing steps S51, S12B, S16 and S17 areessentially same as those described hereinbefore by reference to FIGS.19 and 32. The processing steps which correspond to those describedpreviously are denoted by like reference symbols affixed with “P”.

The transverse acceleration measuring unit 13 measures the actualtransverse acceleration Gy to be stored in a memory incorporated in thetransverse acceleration deviation arithmetic unit 31F (step S51).

The steering angle measuring unit 20 measures the steering angle θ whilethe vehicle speed measuring unit 15 measures the vehicle speed v. Thesedetected values are stored in a memory incorporated in the normaltransverse acceleration arithmetic unit 30F (step S12B). At this timepoint, the vehicle speed v is also measured to be stored in a memory ofthe motor vehicle behavior stability decision unit 5F.

In succession, the normal transverse acceleration arithmetic unit 30Fmultiplies the gain Kg′ of the transverse acceleration for the steeringangle by the actual steering angle θ to thereby determine arithmeticallythe normal transverse acceleration Go′ (step S13P).

Succeedingly, the transverse acceleration deviation arithmetic unit 31Fsubtracts the actual transverse acceleration Gy from the normaltransverse acceleration Go′ to derive the absolute value of thedifference as the transverse acceleration deviation ΔG′ (step S14P).

Finally, the transverse acceleration deviation ΔG′ is compared with thepredetermined deviation quantity α4 preset in dependence on the motorvehicle concerned and the vehicle speed v by means of the motor vehiclebehavior stability decision unit 5F, whereon decision is made whetherthe condition given by the above-mentioned expression (14), i.e.,ΔG′≧α4, is satisfied or not (step S15P).

When it is decided in the step S15P that ΔG′≧α4 (i.e., when the decisionstep S15P results in “YES”), it is determined that the behavior of themotor vehicle is unstable or that a prognostic sign thereof exists (stepS16). By contrast, when it is decided in the step S15P that ΔG′<α4(i.e., when the decision step S15P results in “NO”), it is thendetermined that the behavior of the motor vehicle is stable (step S17),whereon the processing routine shown in FIG. 49 comes to an end.

In this manner, the unstable state of the motor vehicle behavior can bedetermined by detecting the steering angle θ, the vehicle speed v andthe actual transverse acceleration Gy actually taking place in the motorvehicle to thereby arithmetically determine the normal transverseacceleration Go′ for the actual steering angle θ and comparing theactual transverse acceleration Gy with the normal transverseacceleration Go′, whereby the unstable state of the motor vehiclebehavior can effectively be detected even in the locked state where thegrip force of tire is reduced, as is the case with the embodimentsdescribed hereinbefore.

Additionally, even in the case where the side slip angle β of the motorvehicle can not be measured, it is possible to detect the unstable stateof the motor vehicle behavior or the prognostic sign thereof by makinguse of the vehicle speed v and the steering angle θ.

The actual transverse acceleration Gy which acts on the motor vehiclerunning on the slippery road surface becomes small as the actualsteering angle θ decreases. However, in the region where the actualsteering angle θ is further lessened, the linearity of the actualtransverse acceleration Gy which conforms to the slope of the normaltransverse acceleration Go′ is sustained. Thus, the range of gain of thenormal transverse acceleration Go′ for the actual steering angle θ canbe used, similarly to the case where the motor vehicle is running on adry-asphalt road surface.

Embodiment 24

In the case of the motor vehicle state detecting system according to thetwenty-third embodiment of the invention, decision as to whether or notthe motor vehicle is in the unstable state is made on the basis of thedeviation ΔG′ of the actual transverse acceleration Gy from the normaltransverse acceleration Go′. In the motor vehicle state detecting systemaccording to a twenty-fourth embodiment of the present invention, sucharrangement is adopted that a change rate of the actual transverseacceleration Gy for the steering angle θ is arithmetically determined(or alternatively measured) to thereby determine that the motor vehicleis in the unstable state when the acceleration/steering-angle changerate departs from a predetermined range.

FIG. 50 is a schematic block diagram showing generally a major portionof the motor vehicle state detecting system according to thetwenty-fourth embodiment of the invention which is so arranged as tomake decision concerning the stability of behavior of the motor vehicleon the basis of comparison between the acceleration/steering-anglechange rate and the predetermined range. Incidentally, components sameas or equivalent to those described hereinbefore by reference to FIGS.21 and 34 are denoted by like reference symbols affixed with “G” as thecase may be. Repeated description in detail of those components will beunnecessary.

Now, referring to FIG. 50, reference numeral 40 denotes anacceleration/steering-angle change rate measuring unit which iscomprised of the steering angle measuring unit 20, the transverseacceleration measuring unit 13 and an arithmetic unit 41. The arithmeticunit 41 is designed to arithmetically determine (or alternativelymeasure) the rate of change of the actual transverse acceleration Gy forthe actual steering angle θ in terms of the acceleration/steering-anglechange rate dGy/dθ.

The acceleration/steering-angle change rate dGy/dθ arithmeticallydetermined by the arithmetic unit 41 incorporated in theacceleration/steering-angle change rate measuring unit 40 is inputted toa motor vehicle behavior stability decision unit 5G to be used in makingdecision as to the stability of behavior of the motor vehicle.

Further, the vehicle speed v outputted from the vehicle speed measuringunit 15 is supplied to the motor vehicle behavior stability decisionunit 5G to be used for setting a reference value (predetermined range)for deciding the motor vehicle behavior.

The motor vehicle behavior stability decision unit 5G includes apredetermined range setting means which is designed to set apredetermined range as a reference for comparison with theacceleration/steering-angle change rate dGy/dθ in dependence on the typeof the motor vehicle concerned and the vehicle speed v. When theacceleration/steering-angle change rate dGy/dθ departs from thepredetermined range, the motor vehicle behavior stability decision unit5G determines that the behavior of the motor vehicle is unstable.

In general, the actual transverse acceleration Gy bears at leastapproximately a proportional relation to the actual steering angle θ solong as the motor vehicle is in the stable running state. However, whenthe behavior of the motor vehicle approaches to the stability limitmentioned hereinbefore, magnitude of the actual transverse accelerationGy decreases to a level where the proportional relation to the steeringangle θ can no more be maintained, as described hereinbefore byreference to FIG. 20. By taking advantage of this feature, it ispossible to make decision as to the state of the motor vehicle.

The arithmetic unit 41 incorporated in the acceleration/steering-anglechange rate measuring unit 40 may, for example, be so designed as todetermine the acceleration/steering-angle change rate dGy/dθ bymeasuring the actual transverse acceleration Gy in correspondence to thesteering angle θ actually measured.

The motor vehicle behavior stability decision unit 5G compares theacceleration/steering-angle change rate dGy/dθ with a predeterminedrange preset, to thereby determine that the behavior of the motorvehicle is unstable when the acceleration/steering-angle change ratedGy/dθ lies outside of the predetermined range. Mathematically, thisdecision can be expressed as follows:dGy/dθ≧α 4 U′ or dGy/dθ≦α 4 L′  (15)

Next, referring to a flow chart shown in FIG. 51, description will bemade of the processings executed by the motor vehicle state detectingsystem according to the twenty-fourth embodiment of the invention. InFIG. 51, the steps S12C, S16 and S17 represent the processings similarto those described hereinbefore by reference to FIGS. 22 and 35.Further, processing steps corresponding to those described hereinbeforeare affixed with “Q”.

At first, the actual steering angle θ is measured by means of thearithmetic unit 41 incorporated in the acceleration/steering-anglechange rate measuring unit 40 to be stored in a memory in a step S12C,which is then followed by a step S24Q where the actual transverseacceleration Gy corresponding to the actual steering angle θ is measuredin terms of the acceleration/steering-angle change rate dGy/dθ which isthen stored in the memory as well.

In succession, in a step S25Q, the motor vehicle behavior stabilitydecision unit 5G fetches the acceleration/steering-angle change ratedGy/dθ measured by the acceleration/steering-angle change rate measuringunit 40 to make decision whether or not the acceleration/steering-anglechange rate dGy/de departs from the predetermined range defined by theupper limit value α4U′ and the lower limit value α4L′, respectively.

When it is decided in the step S25Q that the acceleration/steering-anglechange rate dGy/dθ departs from the predetermined range (i.e., “YES”),it is determined in a step S16 that the behavior of the motor vehicle isunstable (or that a prognostic sign thereof exists). By contrast, whenit is decided in the step S25Q that the acceleration/steering-anglechange rate dGy/dθ lies within the predetermined range (i.e., when thestep S25Q is “NO”), it is then determined that the behavior of the motorvehicle is stable (step S17), whereupon the processing routine shown inFIG. 51 comes to an end.

As is obvious from the above, by detecting the unstable state of themotor vehicle behavior on the basis of the actual steering angle θ andthe actual transverse acceleration Gy really taking place in the motorvehicle concerned, it is possible to detect effectively the unstablestate of the motor vehicle behavior even in the situation where the gripforce of tire is reduced.

As illustrated in FIG. 52, the actual transverse acceleration Gy whichacts on the motor vehicle running on the slippery road surface is lowwhen the actual steering angle θ is relatively small. However, in theregion where the steering angle θ is further lessened, linearity whichconforms to the slope of the normal transverse acceleration Go′ issustained. Thus, the range of the acceleration/steering-angle changerate (gain) can be used for making decision concerning the stability ofthe motor vehicle behavior as is with the case of the motor vehiclerunning on a dry-asphalt (not slippery) road surface.

FIG. 52 is a characteristic diagram for graphically illustrating thecharacteristics of the actual transverse accelerations Gy1 and Gy2 as afunction of the actual steering angle (θ). This figure corresponds FIG.33 described hereinbefore.

In FIG. 52, the actual steering angle θ is taken along the abscissawhile the actual transverse acceleration Gy is taken along the ordinate.Further, in the figure, a single-dotted line curve represents the normaltransverse acceleration Go′, a solid line curve represents an actualtransverse acceleration Gy1 when the motor vehicle is running on a roadsurface covered with dry asphalt, and a broken line curve represents anactual transverse acceleration Gy2 when the motor vehicle is travelingon a slippery road surface.

As can be seen in FIG. 52, the characteristic curve representing theactual transverse acceleration Gy2 on the slippery road surface (seebroken line curve) begins to fall at the actual steering angle θ of asmaller value when compared with the actual transverse acceleration Gy1on the dry asphalt road surface represented by the solid linecharacteristic curve. However, in a range where the actual steeringangle θ is much smaller than the value mentioned above, linearity of theactual transverse acceleration Gy2 on the slippery road surface whichsubstantially conforms to the normal transverse acceleration Go′ issustained similarly to the characteristic curve Gy1.

Accordingly, in the range or region where the value of the actualsteering angle θ is small, the range of the gain of the normaltransverse acceleration Go′ preset in dependence on the motor vehicleconcerned for the steering angle θ can be made use of independently fromthe road surface condition. (the slope of the curve Go′ shown in FIG.52).

Embodiment 25

In the motor vehicle state detecting system according to thetwenty-fourth embodiment of the invention, theacceleration/steering-angle change rate measuring unit 40 is employedfor determining the acceleration/steering-angle change rate dGy/dθ. Inthe case of the motor vehicle state detecting system according to aseventeenth embodiment of the present invention, the time-based changerates of the actual steering angle θ and the actual transverseacceleration Gy, respectively, are measured and subjected to thedivision processing with a view to determining theacceleration/steering-angle change rate dGy/dθ instead of employing theacceleration/steering-angle change rate measuring unit 40.

FIG. 53 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to thetwenty-fifth embodiment of the invention in which theacceleration/steering-angle change rate dGy/dθ is determined on thebasis of the time-based change rates of the actual steering angle θ andthe actual transverse acceleration Gy, respectively. In this figure,components similar to those described hereinbefore by reference to FIGS.23, 36 and 50 are denoted by like reference symbols.

Referring to FIG. 53, the arithmetic means for determining a parameterused in deciding the stability of the motor vehicle behavior iscomprised of a time-based steering-angle change rate measuring unit 24for determining the time-based steering-angle change rate dθ/dt, atime-based acceleration change rate measuring unit 34 for determiningthe time-based change rate of the actual transverse acceleration Gy inthe form of dGy/dt (i.e., the time-based acceleration change rate) andan acceleration/steering-angle change rate arithmetic unit 42 forarithmetically determining the acceleration/steering-angle change ratedGy/dθ by dividing the time-based acceleration change rate dGy/dt by thetime-based steering-angle change rate dθ/dt.

The vehicle speed v actually measured is inputted to the motor vehiclebehavior stability decision unit 5G, as is the case with the embodimentsdescribed hereinbefore.

Now, referring to FIG. 53, operation of the motor vehicle statedetecting system according to the instant embodiment of the inventionwill be described.

The motor vehicle behavior stability decision unit 5G is designed todetermine the state of the motor vehicle by taking advantage of the factthat the proportional relation of the actual transverse acceleration Gyrelative to the actual steering angle θ can no more be sustained or heldwhen the actual transverse acceleration Gy approaches to the stabilitylimit of the motor vehicle.

The time-based slip-angle change rate measuring unit 8 is designed tomeasure the time-based steering-angle change rate dθ/dt (steeringangular speed), while the time-based acceleration change rate measuringunit 34 is designed to determine the time-based acceleration change ratedGy/dt by measuring the actual transverse acceleration Gy at apredetermined time interval.

The acceleration/slip-angle change rate arithmetic unit 42 is sodesigned as to divide the time-based acceleration change rate dGy/dt bythe time-based steering-angle change rate dθ/dt to therebyarithmetically determine the ratio of the change rate of the actualtransverse acceleration Gy to that of the actual steering angle θ interms of the torque/steering-angle change rate dTa/dθ in accordance withthe undermentioned expression (16):(dGy/dt)/(dθ/dt)=dGy/dθ  (16)

The motor vehicle behavior stability decision unit 5G determines thatthe behavior of the motor vehicle is in the unstable state or theprognostic sign thereof exists when the acceleration/steering-anglechange rate dGy/dθ is outside of a predetermined range (see theexpression (15) mentioned previously), as a result of which an unstablestate detection signal is outputted from the motor vehicle behaviorstability decision unit 5G.

Next, description will be made of the processings executed performed bythe motor vehicle state detecting system according to the twenty-fifthembodiment of the invention by reference to a flow chart shown in FIG.54 together with FIG. 53. In FIG. 54, processing steps S90, S31D, S32J,S16 and S17 are essentially same as those described hereinbefore byreference to FIGS. 24 and 37. The processing steps which correspond tothose described previously are denoted by like reference symbols affixedwith “R”.

At first, the vehicle speed v, the time-based steering-angle change ratedθ/dt are measured, respectively, to be stored in the memory (steps S90,S31D, S32D).

In succession, the time-based acceleration change rate dGy/dt is dividedby the time-based steering-angle change rate dθ/dt to determine theacceleration/steering-angle change rate dGy/dθ (step S33D).

When the acceleration/steering-angle change rate dGy/dθ lies outside ofthe predetermined range delimited by the upper limit value α4U′ and thelower limit value α4L′, respectively, the motor vehicle behaviorstability decision unit 5G decides that the behavior of the motorvehicle is unstable (step S16), while deciding that the behavior of themotor vehicle is stable when the acceleration/steering-angle change ratedGy/dθ falls within the predetermined range mentioned above (step S17).

In this manner, by making use of the acceleration/steering-angle changerate dGy/dθ, there can be achieved advantageous action and effectsimilar to those of the embodiments described hereinbefore.

More specifically, even in the case where it is impossible to directlymeasure (or determine arithmetically) the acceleration/steering-anglechange rate dGy/dθ, this change rate can arithmetically be derived fromthe time-based change rates of the actual transverse acceleration Gy andthe actual steering angle θ, respectively.

Embodiment 26

In the motor vehicle state detecting system according to thetwenty-fifth embodiment of the invention, the time-based change rates ofthe actual steering angle θ and the actual transverse acceleration Gy,respectively, are used for arithmetically determining theacceleration/steering-angle change rate dGy/dθ. In the motor vehiclestate detecting system according to an eighteenth embodiment of thepresent invention, the change rates of the actual steering angle θ andthe actual transverse acceleration Gy, respectively, for the traveldistance of the motor vehicle (i.e., distance the motor vehicle hastraveled) are used.

FIG. 55 is a block diagram showing generally and schematically a majorportion of the motor vehicle state detecting system according to thetwenty-sixth embodiment of the invention in which there are used thechange rates of the actual side slip angle β and the actual transverseacceleration Gy, respectively, for the travel distance of the motorvehicle (i.e., the distance-based slip-angle change rate and thedistance-based acceleration change rate).

In FIG. 55, reference numeral 36 denotes a distance-based accelerationchange rate measuring unit and numeral 5G denotes a motor vehiclebehavior stability decision unit which is similar to those describedhereinbefore in conjunction with FIGS. 25, 38 and 53. Anacceleration/steering-angle change rate arithmetic unit 42A correspondsto the acceleration/steering-angle change rate arithmetic unit 42 shownin FIG. 53.

In the case of the instant embodiment of the invention, the arithmeticmeans for determining the parameter for the stability decision iscomprised of a distance-based steering-angle change rate measuring unit26 for determining the distance-based steering-angle change rate dθ/dL,a distance-based acceleration change rate measuring unit 36 fordetermining the distance-based acceleration change rate dGy/dL, and aacceleration/steering-angle change rate arithmetic unit 42A forarithmetically determining the acceleration/steering-angle change ratedGy/dθ.

The distance-based steering-angle change rate measuring unit 26 includesa travel distance measuring unit (or arithmetic unit) for determiningthe distance L the motor vehicle has traveled or moved (traveldistance).

Now, referring to FIG. 55, operation of the motor vehicle statedetecting system according to the eighteenth embodiment of the inventionwill be described.

The distance-based slip-angle change rate measuring unit 11arithmetically determines the distance-based slip-angle change ratedβ/dL by measuring e.g. the ground speeds in both the longitudinal andtransverse directions, respectively, while the distance-basedacceleration change rate measuring unit 36 arithmetically determines thedistance-based acceleration change rate dGy/dL by measuring the actualtransverse acceleration Gy every predetermined travel distance.

The acceleration/steering-angle change rate arithmetic unit 42A isdesigned to divide the distance-based acceleration change rate dGy/dL bythe distance-based steering-angle change rate dθ/dL to thereby determinethe acceleration/steering-angle change rate dGy/dθ in accordance withthe undermentioned expression (17):(dGy/dL)/(dθ/dL)=dGy/dθ  (17)

The motor vehicle behavior stability decision unit 5G is designed tocheck whether or not the acceleration/steering-angle change rate dGy/defalls within a predetermined range to determine that the behavior of themotor vehicle is unstable when the acceleration/steering-angle changerate dGy/dθ is outside of the predetermined range, as is the case withthe preceding embodiments.

Next, referring to a flow chart shown in FIG. 56, description will bemade of the processings executed by the motor vehicle state detectingsystem according to the twenty-sixth embodiment of the invention shownin FIG. 55. In FIG. 56, the steps S90 and S34R represent the processingssimilar to those described herein before by reference to FIG. 54 whilethe processings executed in steps S41S, S42S and S43S correspond,respectively, to those executed in the steps S41E, S42E and S43E shownin FIG. 26.

At first, the vehicle speed v, the distance-based steering-angle changerate dθ/dL and the distance-based acceleration change rate are measured,respectively, to be stored in the memory (steps S90, S41S and S42S).

Subsequently, the distance-based acceleration change rate dGy/dL isdivided by the distance-based steering-angle change rate dθ/dL tothereby derive the acceleration/steering-angle change rate dGy/dθ (stepS43S).

In succession, the motor vehicle behavior stability decision unit 5Gcompares the acceleration/steering-angle change rate dGy/dβ with thepredetermined range delimited by the upper limit value α4U′ and thelower limit value α4L′ (step S34R) to thereby make decision whether thebehavior of the motor vehicle is in the unstable state (step S16) or inthe stable state (ste______S17).

In the motor vehicle state detecting system according to the instantembodiment of the invention, advantageous actions and effects comparableto those mentioned previously can be obtained. Furthermore, even in thecase where it is impossible to directly measure (or determinearithmetically) the acceleration/steering-angle change rate dGy/dθ, thelatter can arithmetically be derived through the division mentionedabove, and the decision as to the stability of the motor vehiclebehavior can be realized by comparing the acceleration/steering anglechange rate dGy/dθ with the predetermined range preset in dependence onthe vehicle speed.

Embodiment 27

In the motor vehicle state detecting system according to thetwenty-fifth embodiment of the invention, no consideration has been paidto the processing which is executed when the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value. Inthe motor vehicle state detecting system according to a twenty-seventhembodiment of the present invention, such arrangement is adopted thatthe division arithmetic processing executed by theacceleration/steering-angle change rate arithmetic unit 42 (see FIG. 53)is inhibited when the time-based steering-angle change rate dθ/dt issmaller than the lower limit permissible value with a view to preventingthe occurrence of overflow.

FIG. 57 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the twenty-seventhembodiment of the present invention in which the division arithmeticexecuted by the acceleration/steering-angle change rate arithmetic unit42 is inhibited when the time-based steering-angle change rate dθ/dt issmall.

In FIG. 57, components similar to those described previously byreference to FIGS. 27 and 53 are denoted by like reference symbols.

Referring to FIG. 57, the time-based steering-angle change ratecomparator 27 is inserted between the time-based steering-angle changerate measuring unit 24 and the acceleration/steering-angle change ratearithmetic unit 42, wherein the time-based acceleration change ratecomparison/decision unit 37 is connected to the output of the time-basedsteering-angle change rate comparator 27.

The time-based steering-angle change rate comparator 27 is so designedthat it ordinarily supplies the time-based steering-angle change ratedθ/dt to the acceleration/steering-angle change rate arithmetic unit 42to validate the arithmetic operation (division processing) performed bythe acceleration/steering-angle change rate arithmetic unit 42.

However, when the time-based steering-angle change rate dθ/dt is smallerthan the lower limit permissible value, the time-based steering-anglechange rate comparator 27 inhibits the division processing executed bythe acceleration/steering-angle change rate arithmetic unit 42 bydisabling the acceleration/steering-angle change rate arithmetic unit 42while outputting the result of the above-mentioned comparison (i.e.,dθ/dt<lower limit permissible value) to the time-based accelerationchange rate comparison/decision unit 37 to thereby enable the operationof the time-based acceleration change rate comparison/decision unit 37.

The time-based steering-angle change rate comparator 27 is comprised ofa lower limit value setting means and a division arithmetic inhibitingmeans.

The lower limit value setting means incorporated in the time-basedsteering-angle change rate comparator 27 is designed to set the lowerlimit permissible value for the time-based steering-angle change ratedθ/dt in dependence on the motor vehicle concerned and the vehicle speedv.

On the other hand, the division arithmetic inhibiting means incorporatedin the time-based steering-angle change rate comparator 27 is designedto disable the division processing executed by theacceleration/steering-angle change rate arithmetic unit 42 when thevalue of the time-based steering-angle change rate dθ/dt is smaller thanthe lower limit permissible value.

The time-based acceleration change rate comparison/decision unit 37 iscomprised of a predetermined change rate setting means for setting apredetermined change rate for the time-based acceleration change ratedGy/dt in dependence on the motor vehicle concerned and a comparisonmeans for comparing the time-based acceleration change rate dGy/dt withthe predetermined change rate. Incidentally, the function of thetime-based acceleration change rate comparison/decision unit 37 may beimplemented as one of the functions of the motor vehicle behaviorstability decision unit 5G.

In operation, when it is decided by the time-based steering-angle changerate comparator 27 that the value of the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value,operation of the time-based acceleration change rate comparison/decisionunit 37 is validated instead of the acceleration/steering-angle changerate arithmetic unit 42 and the motor vehicle behavior stabilitydecision unit 5G. In that case, the time-based acceleration change ratecomparison/decision unit 37 determines that the behavior of the motorvehicle is unstable when the time-based acceleration change rate dGy/dtreaches or exceeds the predetermined change rate value.

In general, when the absolute value of the time-based steering-anglechange rate dθ/dt of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the time-basedacceleration change rate dGy/dt is smaller than the predetermined changerate value, then it can be determined that the motor vehicle is scarcelymoving in the transverse direction and thus the motor vehicle is in thestable state.

By contrast, even if the absolute value of the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value, thebehavior of the motor vehicle is identified as being in the unstablestate when the absolute value of the time-based acceleration change ratedGy/dt is greater than the predetermined change rate value inclusive.

Furthermore, even if the time-based steering-angle change rate dθ/dt isgreater than the lower limit permissible value inclusive, the behaviorof the motor vehicle can be regarded as being in the stable state so faras the acceleration/steering-angle change rate dGy/dθ lies within thepredetermined range. However, if the acceleration/steering-angle changerate dGy/dθ is outside of the predetermined range, it is then determinedthat the motor vehicle is in the unstable state.

Next, description will turn to operation of the motor vehicle statedetecting system according to the twenty-seventh embodiment of theinvention shown in FIG. 57.

At first, the time-based steering-angle change rate measuring unit 24measures the time-based steering-angle change rate dθ/dt while thetime-based acceleration change rate measuring unit 34 measures thetime-based acceleration change rate dGy/dt.

The time-based steering-angle change rate comparator 27 compares thetime-based steering-angle change rate dθ/dt with the lower limitpermissible value to supply the time-based steering-angle change ratedθ/dt to the acceleration/steering-angle change rate arithmetic unit 42when the value of the time-based steering-angle change rate dθ/dt isgreater than the lower limit permissible value inclusive. In responsethereto, the acceleration/steering-angle change rate arithmetic unit 42executes the ordinary division processing in accordance with theexpression (16) mentioned hereinbefore.

Subsequently, the motor vehicle behavior stability decision unit 5Gcompares the acceleration/steering-angle change rated Gy/dθ with thepredetermined range mentioned above to determine that the behavior ofthe motor vehicle is in the unstable state when theacceleration/steering-angle change rate dGy/dθ lies outside of thepredetermined range (see the expression (15)).

On the other hand, when the value of the time-based steering-anglechange rate dθ/dt is smaller than the lower limit permissible value, thetime-based steering-angle change rate comparator 27 inhibits thetime-based steering-angle change rate dθ/dt from being supplied to theacceleration/steering-angle change rate arithmetic unit 42 (and henceinhibits the division arithmetic represented by the expression (16)).Further, the result of the comparison (dθ/dt<lower limit permissiblevalue) mentioned above is supplied to the time-based acceleration changerate comparison/decision unit 37.

Thus, the time-based acceleration change rate comparison/decision unit37 is put into operation in place of the motor vehicle behaviorstability decision unit 5G, whereby the state of the motor vehicle isdetected on the basis of the result of the comparison processingexecuted by the time-based acceleration change rate comparison/decisionunit 37.

More specifically, the time-based acceleration change ratecomparison/decision unit 37 compares the time-based acceleration changerate dGy/dt with the predetermined change rate to determine that thebehavior of the motor vehicle is in the unstable state when thetime-based acceleration change rate dGy/dt is greater than theabove-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 58, description will bemade of operation performed by the motor vehicle state detecting systemaccording to the twentieth embodiment of the invention shown in FIG. 57.In FIG. 58, the steps S90, S34R, S16 and S17 represent the processingssimilar to those described hereinbefore by reference to FIG. 54.Further, processings in steps S61T, S62T, S63T, S64T and S65Tcorrespond, respectively, to those executed in the steps S61, S62, S63,S64 and S65 shown in FIG. 28.

At first, the vehicle speed v is measured to be stored in the memory(step S90). The time-based steering-angle change rate dθ/dt is measuredand the absolute value thereof is stored in the memory (step S61T).Further, the time-based acceleration change rate dGy/dt is measured andthe absolute value thereof is stored in the memory (step S62T).

Subsequently, decision is made whether or not the absolute value of thetime-based steering-angle change rate dθ/dt is smaller than the lowerlimit permissible value (step S63T). When it is determined that|dθ/dt|<lower limit permissible value (i.e., when the step S63T resultsin “YES”), then the time-based acceleration change ratecomparison/decision unit 37 is validated, whereon decision is madewhether or not the absolute value of the time-based acceleration changerate dGy/dt is greater than the above-mentioned predetermined changerate inclusive thereof (step S64T).

When the decision step S64T results in that |dGy/dt|≧predeterminedchange rate, i.e., “YES”, it is then determined that the behavior of themotor vehicle is unstable (step S16), while it is determined that themotor vehicle is in the stable state (step S17) when|dGy/dt|<predetermined change rate, i.e., when the step S64T results in“NO”, whereon the processing routine shown in FIG. 58 is terminated.

On the other hand, when the decision steps S63T results in that|dθ/dt|≧lower limit permissible value, i.e., “NO”, then theacceleration/steering-angle change rate arithmetic unit 42 is put intooperation to arithmetically determine the acceleration/steering-anglechange rate dGy/de (step S65T). In succession, it is decided by themotor vehicle behavior stability decision unit 5G whether or not theacceleration/steering-angle change rate dGy/de lies outside of thepredetermined range (step S34R).

Finally, in dependence on whether or not the acceleration/steering-anglechange rate dGy/dθ lies outside of the predetermined range (delimited bythe upper limit value α4U′ and the lower limit value α4L′,respectively), the unstable state or the stable state of the motorvehicle behavior is decided (step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the instant embodiment, the division processingperformed by the acceleration/steering-angle change rate arithmetic unit42 is inhibited when the time-based steering-angle change rate dθ/dt issmaller than the lower limit permissible value, and the state of themotor vehicle is determined on the basis of only the time-basedacceleration change rate dGy/dt.

By virtue of this feature, occurrence of overflow due to the divisionprocessing executed by the acceleration/steering-angle change ratearithmetic unit 42 can be suppressed while ensuring detection of theunstable state of the motor vehicle or the prognostic state thereof,even when the time-based steering-angle change rate dθ/dt is small.

Embodiment 28

In the case of the motor vehicle state detecting system according to thetwenty-sixth embodiment of the invention, no consideration has been paidto the processing procedure which can be executed when thedistance-based steering-angle change rate dθ/dL is smaller than thelower limit permissible value. In the motor vehicle state detectingsystem according to a twenty-eighth embodiment of the present invention,such arrangement is adopted that the division arithmetic processingexecuted by the acceleration/steering-angle change rate arithmetic unit42A (see FIG. 55) is inhibited when the distance-based steering-anglechange rate dθ/dL is smaller than the lower limit permissible value, tothereby prevent occurrence of overflow.

FIG. 59 is a block diagram showing generally a major portion of themotor vehicle state detecting system according to the twenty-eighthembodiment of the invention in which the division processing executed bythe acceleration/steering-angle change rate arithmetic unit 42A isinhibited when the distance-based steering-angle change rate dθ/dL issmall.

In FIG. 59, components similar to those described previously inconjunction with FIGS. 29 and 55 are denoted by like reference symbols.

Referring to the figure, a distance-based steering-angle change ratecomparator 29 is inserted between the distance-based steering-anglechange rate measuring unit 26 and the acceleration/steering-angle changerate arithmetic unit 42A, wherein the distance-based acceleration changerate comparison/decision unit 38 is connected to the output of thedistance-based steering-angle change rate comparator 29.

The distance-based steering-angle change rate comparator 29 is sodesigned that it ordinarily supplies the distance-based steering-anglechange rate dθ/dL to the acceleration/steering-angle change ratearithmetic unit 42A to validate the arithmetic operation (divisionprocessing) of the acceleration/steering-angle change rate arithmeticunit 42A.

On the other hand, when the distance-based steering-angle change ratedθ/dL is smaller than a lower limit permissible value, thedistance-based steering-angle change rate comparator 29 inhibits thedivision processing executed by the acceleration/steering-angle changerate arithmetic unit 42A by disabling the acceleration/steering-anglechange rate arithmetic unit 42A while outputting the result of thecomparison (i.e., dθ/dL<lower limit permissible value) to thedistance-based acceleration change rate comparison/decision unit 38 tothereby validate the operation of the distance-based acceleration changerate comparison/decision unit 38.

The distance-based steering-angle change rate comparator 29 is comprisedof a lower limit value setting means for setting the lower limitpermissible value for the distance-based steering-angle change ratedθ/dL in dependence on the motor vehicle concerned and the vehicle speedv and a division arithmetic inhibiting means for inhibiting the divisionprocessing executed by the acceleration/steering-angle change ratearithmetic unit 42A when the distance-based steering-angle change ratedθ/dL is smaller than the lower limit permissible value.

On the other hand, the distance-based acceleration change ratecomparison/decision unit 38 is comprised of a predetermined change ratesetting means for setting a predetermined change rate for thedistance-based acceleration change rate dGy/dL in dependence on themotor vehicle concerned and a comparison means for comparing thedistance-based acceleration change rate dGy/dL with the predeterminedchange rate. Incidentally, the distance-based acceleration change ratecomparison/decision unit 38 may be realized as a functional part of themotor vehicle behavior stability decision unit 5G.

In operation, when it is decided by the distance-based steering-anglechange rate comparator 29 that the value of the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value, operation of the distance-based acceleration changerate comparison/decision unit 38 is validated in place of theacceleration/steering-angle change rate arithmetic unit 42A and themotor vehicle behavior stability decision unit 5G. In that case, thedistance-based acceleration change rate comparison/decision unit 38determines that the behavior of the motor vehicle is unstable when thedistance-based acceleration change rate dGy/dL is greater than thepredetermined change rate value inclusive.

In general, when the absolute value of the distance-based steering-anglechange rate dθ/dL of the motor vehicle is smaller than the lower limitpermissible value and when the absolute value of the distance-basedacceleration change rate dGy/dL is smaller than the predetermined changerate value, then it can be determined that the motor vehicle is scarcelymoving in the transverse direction and thus the motor vehicle is in thestable state.

On the other hand, even when the absolute value of the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value, it is determined that the behavior of the motorvehicle is unstable if the absolute value of the distance-basedacceleration change rate dGy/dL is greater than the predetermined changerate inclusive.

Furthermore, so far as the acceleration/steering-angle change ratedGy/dθ lies within the predetermined range, the motor vehicle can beregarded as being in the stable state, even if the distance-basedsteering-angle change rate dθ/dL is greater than the lower limitpermissible value inclusive. However, if the acceleration/steering-anglechange rate dGy/dθ lies outside of the predetermined range, it is thendetermined that the motor vehicle is in the unstable state.

Referring to FIG. 59, the distance-based steering-angle change ratemeasuring unit 26 measures the distance-based steering-angle change ratedθ/dL while the distance-based acceleration change rate measuring unit36 measures the distance-based acceleration change rate dGy/dL.

The distance-based steering-angle change rate comparator 29 outputs theresult of comparison to the acceleration/steering-angle change ratearithmetic unit 42A when the distance-based steering-angle change ratedθ/dL is greater than the lower limit permissible value inclusive whileoutputting the result of comparison to the distance-based accelerationchange rate comparison/decision unit 38 when the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value.

The acceleration/steering-angle change rate arithmetic unit 42A dividesthe distance-based acceleration change rate dGy/dL by the distance-basedsteering-angle change rate dθ/dL to thereby arithmetically determine theacceleration/steering-angle change rate dGy/de in accordance with theexpression (17) mentioned previously.

The distance-based acceleration change rate comparison/decision unit 38determines that the behavior of the motor vehicle is unstable when thedistance-based acceleration change rate dGy/dL is greater than theabove-mentioned predetermined change rate inclusive.

Next, referring to a flow chart shown in FIG. 60, description will bemade of the operation performed executed by the motor vehicle statedetecting system according to the twenty-eighth embodiment of theinvention shown in FIG. 59. In FIG. 60, the steps S90, S34R, S16 and S17represent the processings similar to those described hereinbefore byreference to FIGS. 30 and 56. Further, steps S71U, S72U, S73U, S74U andS75U correspond, respectively, to the steps S71G, S72G, S73G, S74G andS75G shown in FIG. 30.

At first, the vehicle speed v is measured and stored in the memory (stepS90). The distance-based steering-angle change rate dθ/dL is measuredand the absolute value thereof is stored in the memory (step S71U).Further, the distance-based acceleration change rate dGy/dL is measuredand the absolute value thereof is stored in the memory (step S72U).

Succeedingly, decision is made whether or not the absolute value of thedistance-based steering-angle change rate dθ/dL is smaller than thelower limit permissible value (step S73U). When it is determined that|dθ/dL|<lower limit permissible value (i.e., when the step S73U resultsin “YES”)), then the distance-based acceleration change ratecomparison/decision unit 38 is validated for making decision whether ornot the absolute value of the distance-based acceleration change ratedGy/dL is greater than the predetermined change rate inclusive (stepS74U).

When the decision step S74U results in that |dGy/dL|≧predeterminedchange rate, i.e., “YES”, it is then determined that the behavior of themotor vehicle is unstable (step S16), while it is determined that themotor vehicle is in the stable state when |dGy/dL|<predetermined changerate, i.e., when the step S74U results in “NO” (step S17), whereupon theprocessing routine shown in FIG. 60 comes to an end.

On the other hand, when the decision steps S73U results in that|dθ/dL|≧lower limit permissible value, i.e., “NO”, then theacceleration/steering-angle change rate arithmetic unit 42A is put intooperation to arithmetically determine the acceleration/steering-anglechange rate dGy/dθ (step S75U). In succession, it is checked by themotor vehicle behavior stability decision unit 5G whether or not theacceleration/steering-angle change rate dGy/dθ lies outside of thepredetermined range in accordance with the expression (15) mentionedhereinbefore (step S34R).

Finally, in dependence on whether or not the acceleration/steering-anglechange rate dGy/dθ lies outside of the predetermined range, the unstablestate or the stable state of the motor vehicle behavior is determined(step S16 or S17).

As is apparent from the above, according to the teaching of theinvention incarnated in the twenty-eighth embodiment, the divisionprocessing executed by the acceleration/steering-angle change ratearithmetic unit 42A is inhibited when the value of the distance-basedsteering-angle change rate dθ/dL is smaller than the lower limitpermissible value, and the state of the motor vehicle is determined onthe basis of only the distance-based acceleration change rate dGy/dL.

By virtue of this arrangement, occurrence of overflow due to thedivision processing executed by the acceleration/steering-angle changerate arithmetic unit 42A can be suppressed while ensuring detection ofthe unstable state of the motor vehicle even in the case where thedistance-based steering-angle change rate dθ/dL is small.

Embodiment 29

In the foregoing description directed to the first to twenty-eighthembodiments of the invention, no consideration has been paid to themotor-driven power steering apparatus. However, it goes without sayingthat the teachings of the present invention can of course be applied tothe motor vehicle which is equipped with the motor-driven power steeringapparatus.

FIG. 61 is a view showing schematically a structure of the motor-drivenpower steering apparatus according to a twenty-ninth embodiment of thepresent invention to which the alignment torque measuring meansdescribed hereinbefore in conjunction with the first to thetwenty-eighth embodiments of the invention is applied.

Referring to FIG. 61, an electronic control unit (hereinafter alsoreferred to simply as the ECU in abbreviation) 100 which includes amicrocomputer or microprocessor constitutes a major part of the motorvehicle state detecting system described hereinbefore and at the sametime serves as a control unit for the motor-driven power steeringapparatus.

The motor-driven power steering apparatus includes an electric motor 101which is operatively coupled to a steering column 103 for manipulatingwheels 102. The electric motor 101 is driven in response to a voltage Vsapplied from the ECU 100 to thereby generate an assist torque Tas.

A voltage Vse and a current Ise supplied to the electric motor 101 aredetected as voltage and current detection signals, respectively, whichare then fed back to the ECU 100.

The steering column 103 is provided with a torque sensor 104 which isadapted to detect the steering torque Thd. A torque detection signal Tseoutputted from the torque sensor 104 is fed back to the ECU 100 as well.

The steering wheel 105 manipulated by the driver of the motor vehicle iscoupled to the steering column 103. Provided in association with thesteering wheel 105 is a steering angle sensor 106 for detecting thesteering angle Ehd. A detection signal θse outputted from the steeringangle sensor 106 is also supplied to the ECU 100 as an input thereto.

An alignment torque Ta acts on the wheels 102 as a reaction force fromthe road surface. On the other hand, a reaction torque Ttr containing afriction torque Tfr is applied to the steering column 103.

As is well known in the art, one of the major functions of themotor-driven power steering apparatus is to measure the steering torqueThd generated upon manipulation of the steering wheel 105 by the driverto thereby generate the assist torque Tas in response to the torquedetection signal Tse.

With a view to realizing a comfortable steering operation and ensuringsecurity for steering operation, the steering angle sensor 106 isprovided for detecting the steering angle θhd. Additionally, a sensor(not shown) for measuring a rotation angle or angular velocity (oralternatively angular acceleration derived by differentiating theangular velocity) may be provided.

Further, the current Ise flowing through the electric motor 101 and avoltage Vse applied across the terminals of the electric motor 101 arefetched as the detection signals to be inputted to the ECU 100.

Dynamically, a sum of the steering torque Thd and the assist torque Tasis effective for rotating the steering column 103 against the reactiontorque Ttr of the steering column 103.

Further, since the inertia term of the electric motor 101 (differentialterm of the angular velocity ω) is also active, relations among varioustorques mentioned above can be expressed as follows:Ttr=Thd+Tas−J·dω/dt  (18)

For the assist torque Tas of the electric motor 101, the relation givenby the undermentioned expression (19) applies valid.Tas=Gg·Kt·Imtr  (19)where Gg represents a constant determined by the gear ratio of theelectric motor assembly 101, Kt represents a proportional constant andImtr represents the torque generated by the motor current.

The reaction torque Ttr of the steering column 203 can be expressed as asum of the alignment torque Ta and the friction torque Tfr induced inthe steering mechanism. In other words, the undermentioned expression(20) holds true:Ttran=Ta+Tfric  (20)

By the way, a method of estimating the alignment torque Ta whileeliminating the influence of the friction torque Tfr by employing alow-pass filter is disclosed in, for example, Japanese PatentApplication Laid-Open Publication No. 122146/2001 (JP-A-2001-122146).

As is apparent from the above, the alignment torque Ta acting on themotor vehicle can equally be measured even in the motor vehicle which isequipped with the motor-driven power steering apparatus. This means thatthe decision as to the stability of behavior of the motor vehicleequipped with the motor-driven power steering apparatus can beeffectuated according to the teachings of the present invention.

Many features and advantages of the present invention are apparent fromthe detailed description and thus it is intended by the appended claimsto cover all such features and advantages of the system which fallwithin the true spirit and scope of the invention. Further, sincenumerous modifications and combinations will readily occur to thoseskilled in the art, it is not intended to limit the invention to theexact construction and operation illustrated and described. Accordingly,all suitable modifications and equivalents may be resorted to, fallingwithin the spirit and scope of the invention.

1-8. (canceled)
 9. A motor vehicle state detecting system for detectingan unstable state of a motor vehicle or alternatively a prognostic signthereof, comprising: first detecting means for detecting an actualmeasured value of a first parameter corresponding to either a side slipangle or alternatively a steering angle of said motor vehicle; seconddetecting means for detecting an actual measured value of a secondparameter corresponding to either an alignment torque or alternatively atransverse acceleration which said motor vehicle is subjected to;arithmetic means for arithmetically determining a third parameterrelevant to a correlation which said first and second parameters bear toeach other; reference value setting means for setting in advance acomparison reference value for said third parameter; motor vehiclebehavior stability decision means for making decision that behavior ofsaid motor vehicle is unstable when said third parameter departs fromsaid comparison reference value; and vehicle speed detecting means fordetecting a running speed of said motor vehicle as a vehicle speed,wherein said first detecting means is designed to detect an actualsteering angle of said motor vehicle as an actual measured value of saidfirst parameter, wherein said second detecting means is designed todetect as an actual measured value of said second parameter an actualalignment torque applied to said motor vehicle from a road surface inthe course of running of said motor vehicle; wherein said arithmeticmeans includes: torque/steering-angle ratio setting means for settingpreviously a ratio of said alignment torque to said steering angle ofsaid motor vehicle as a torque/slip-angle ratio in dependence on saidmotor vehicle concerned and said vehicle speed; normal value arithmeticmeans for arithmetically determining a normal alignment torque for saidsteering angle on the basis of said steering angle and saidtorque/steering-angle ratio; and torque deviation arithmetic means forarithmetically determining an absolute value of a deviation of saidactual alignment torque from said normal alignment torque as a torquedeviation which serves as said third parameter, wherein said referencevalue setting means is designed to set as said comparison referencevalue a predetermined deviation quantity for said torque deviation independence on said motor vehicle concerned and said vehicle speed, andwherein said motor vehicle behavior stability decision means is designedto determine that behavior of said motor vehicle is unstable when saidtorque deviation is greater than or equal to said predetermineddeviation quantity. 10-27. (canceled)